ARMSTRONG SIDDELEY

1947-armstrong-siddeley-hurricane-2000cc

Armstrong Siddeley Motor Cars and Aircraft engines 1919-1960

Armstrong Siddeley
Industry Motor cars
Aircraft enginesLight engineering
Fate Merged with Hawker Aircraft(1935)
Merged with Bristol Aero Engines (1960)
became Bristol Siddeley Merged with Rolls-Royce(1966)
Successor Armstrong Siddeley Owners Club Ltd
Founded 1919
Defunct 1960
Headquarters Coventry, England
Key people
John Davenport Siddeley
Parent Armstrong Whitworth (1919–27)
Subsidiaries Armstrong Whitworth Aircraft(1927–35)

Armstrong Siddeley was a British engineering group that operated during the first half of the 20th century. It was formed in 1919 and is best known for the production of luxury vehicles and aircraft engines.

The company was created following the purchase by Armstrong Whitworth of Siddeley-Deasy, a manufacturer of fine motor cars, that were marketed to the top echelon of society. After the merge of companies this focus on quality continued throughout in the production of cars, aircraft engines, gearboxes for tanks and buses, rocket and torpedo motors, and the development of railcars. Company mergers and takeovers with Hawker Aviation and Bristol Aero Engines saw the continuation of the car production but the production of cars ceased in August 1960.

The company was absorbed into the Rolls-Royce conglomerate who were interested in the aircraft and aircraft engine business. Eventually the remaining spares and all motor car interests were sold to the Armstrong Siddeley Owners Club Ltd, who now own the patents, designs, copyrights and trademarks, including the name Armstrong Siddeley.

History

Siddeley Autocars

Siddeley Autocars, of Coventry, was founded by John Davenport Siddeley (1866–1953) in 1902. Its products were heavily based on Peugeots, using many of their parts but fitted with English-built bodies. This company merged with Wolseley in 1905 and made stately Wolseley-Siddeley motorcars. They were used by Queen Alexandra and the Duke of York later King George V.

Siddeley-Deasy

1913-siddeley-deasy1913 Siddeley Deasy

Main article: Siddeley-Deasy

In 1909 J. D. Siddeley resigned from Wolseley and took over the Deasy Motor Company, and the company became known as Siddeley-Deasy. In 1912, the cars used the slogan “As silent as the Sphinx” and started to sport a Sphinx as a bonnet ornament, a symbol that became synonymous with descendent companies. During the Second World War the company produced trucks, ambulances, and staff cars. In 1915 airframes and aero-engines started to be produced as well.

1919-armstrong-siddeley1919 armstrong siddeley

Armstrong Siddeley

 

Armstrong Siddeley 30HP Landaulette advert 1921

Armstrong Siddeley 30HP Landaulette advert 1921 1921 5-litre 30hp Landaulette Advert

1950-armstrong-siddeley-station-coupe1952-armstrong-siddeley-coupe-utility-fair-dinkum-aussie-uteCoupé utility for the postwar export drive

In April 1919 Siddeley-Deasy was bought out by Armstrong Whitworth Development Company of Newcastle upon Tyne and in May 1919 became Armstrong Siddeley Motors Ltd, a subsidiary with J. D. Siddeley as managing director. In 1927, Armstrong Whitworth merged its heavy engineering interests with Vickers to form Vickers-Armstrongs. At this point, J. D. Siddeley bought Armstrong Siddeley and Armstrong Whitworth Aircraft into his control. In 1928, Armstrong Siddeley Holdings bought

avro

Avro from Crossley Motors. Also that year Siddeley partnered with Walter Gordon Wilson, inventor of the pre-selector gearbox, to create Improved Gears Ltd, which later became Self-Changing Gears – the gearbox that should be credited with enabling the marketing tagline “Cars for the daughters of gentlemen”.

Armstrong Siddeley manufactured luxury cars, aircraft engines, and later, aircraft. In 1935, J. D. Siddeley’s interests were purchased for £2 million by Tommy Sopwith owner of Hawker Aircraft to form – along with the Gloster Aircraft Company and Air Training Services – Hawker Siddeley, a famous name in British aircraft production. Armstrong Whitworth Aircraft became a subsidiary of Hawker. The aviation pioneer Thomas Octave Murdoch Sopwith– Tommy, later Sir Thomas, Sopwith – became chairman of Armstrong Siddeley Motors, a Hawker Siddeley subsidiary.

Armstrong Siddeley was merged with the aircraft engine business of Bristol Aeroplane Company (Bristol Aero Engines) to form Bristol Siddeley as part of an ongoing rationalisation under government influence of the British aircraft and aircraft engine manufacturers. Armstrong Siddeley produced their last cars in 1960. Bristol Siddeley and Rolls-Royce merged in 1966, the latter subsuming the former which remained for a while as an aircraft engine division within Rolls-Royce.

In June 1972, Rolls-Royce (1972) Ltd sold all the stock of spares plus all patents, specifications, drawings, catalogues and the name of Armstrong Siddeley Motors Ltd to the Armstrong Siddeley Owners Club Ltd. This meant that “Armstrong Siddeley” and “A-S Sphinx Logo” are trademarks and copyright of the Armstrong Siddeley Owners Club Ltd.

The “Siddeley” name survived a while longer in aviation; in Hawker Siddeley Aviation and Hawker Siddeley Dynamics before they joined with others to become British Aerospace (BAe) which with further mergers is now BAE Systems.

Products

1954-armstrong-siddeley-sapphire

Motor cars

The first car produced from the union was a fairly massive machine, a 5-litre 30 hp. A smaller 18 hp appeared in 1922 and a 2-litre 14 hp was introduced in 1923. 1928 saw the company’s first 15 hp six; 1929 saw the introduction of a 12 hp vehicle. This was a pioneering year for the marque, during which it first offered the Wilson preselector gearbox as an optional extra; it became standard issue on all cars from 1933. In 1930 the company marketed four models, of 12, 15, 20, and 30 hp, the last costing £1450.

The company’s rather staid image was endorsed during the 1930s by the introduction of a range of six-cylinder cars with ohv engines, though a four-cylinder 12 hp was kept in production until 1936. In 1933, the 5-litre six-cylinder Siddeley Special was announced, featuring a Hiduminium aluminium alloy engine; this model cost £950. Car production continued at a reduced rate throughout 1940, and a few were assembled in 1941.

The week that World War II ended in Europe, Armstrong Siddeley introduced its first post-war models; these were the Lancaster four-door saloon and the Hurricane drophead coupe. The names of these models echoed the names of aircraft produced by the Hawker Siddeley Group (the name adopted by the company in 1935) during the war. These cars all used a 2-litre six-cylinder (16 hp) engines, increased to 2.3-litre (18 hp) engines in 1949. From 1949 to 1952 two commercial variants of the 18 hp cars were produced, primarily for export. The Utility Coupé was a conventional coupe utility style vehicle, while the Station Coupé was effectively a dual cab vehicle, although it still retained only two doors. However, it did have two rows of seating to accommodate up to four adults. From 1953 the company produced the Sapphire, with a 3.4-litre six-cylinder engine.

In 1956, the model range was expanded with the addition of the 234 (a 2.3-litre four-cylinder) and the 236 (with the older 2.3-litre six-cylinder engine). The Sapphire 346 sported a bonnet mascot in the shape of a Sphinx with namesakearmstrongsiddeleysapphireArmstrong Siddeley Sapphire jet engines attached. The 234 and 236 Sapphires might have looked to some of marque’s loyal customers like a radical departure from the traditional Armstrong Siddeley appearance. However, in truth, they were simply too conservative in a period of rapidly developing automotive design. If the “baby Sapphire” brought about the beginning of the end for Armstrong Siddeley, it was because Jaguar had launched the unitary-construction 2.4 saloon in 1955, which was quicker, significantly cheaper, and much better-looking than the lumpy and frumpy 234/236 design.

The last model produced by Armstrong Siddeley was 1958’s Star Sapphire, with a 4-litre engine, and automatic transmission. The Armstrong Siddeley was a casualty of the 1960 merger with Bristol; the last car left the Coventry factory in 1960.

Model list

Cars produced by Armstrong Siddeley had designations that came from the Tax horsepower rating of their engines.

1947-armstrong-siddeley-lancaster-16hp1947 Lancaster six-light saloon1949-armstrong-siddeley-whitley1949-armstrong-whitley1949 Whitley four-light sports saloon

SONY DSC

1950 Armstrong Siddeley Typhoon Typhoon fixed head coupé

1947-armstrong-siddeley-dvla-2300cc-manf-19471947 Armstrong Siddeley (DVLA) 2300cc

Hurricane drophead coupé

Model name Type Engine From To No. produced
Thirty Various 4960 cc 1919 1931 2770
Eighteen Various 2400 cc 1921 1925 2500 inc 18/50
18/50 or 18 Mk.II Various 2872 cc 1925 1926 2500 inc Eighteen
Four-Fourteen Various 1852 cc 1923 1929 13,365
Twenty Short and Long chassis 2872 cc 1926 1936 8847
Fifteen Tourer, saloon 1900 cc 1927 1929 7203 inc 15/6
Twelve Tourer, saloon, sports 1236 (1434 cc from 1931) 1929 1937 12500
15/6 Tourer, saloon, sports 1900 cc (2169 cc from 1933) 1928 1934 7206 inc Fifteen
Siddeley Special Tourer, saloon, limousine 4960 cc 1933 1937 253
Short 17 Coupe, saloon, sports saloon 2394 cc 1935 1938 4260 inc Long 17
Long 17 Saloon, tourer, Atalanta sports saloon, Limousine, landaulette 2394 cc 1935 1939 4260 inc Short 17
12 Plus & 14 Saloon, tourer 1666 cc 1936 1939 3750
20/25 Saloon, tourer, Atlanta sports saloonLimousine, landaulette 3670 cc 1936 1940 884
16 Saloon, Sports saloon 1991 cc 1938 1941 950
Lancaster 16 4-door saloon 1991 cc 1945 1952 3597 inc Lancaster 18.
Lancaster 18 4-door saloon 2309 cc 1945 1952 3597 inc. Lancaster 16.
Hurricane 16 Drophead coupé 1991 cc 1945 1953 2606 inc Hurricane 18.
Hurricane 18 Drophead coupé 2309 cc 1945 1953 2606 inc. Hurricane 16.
Typhoon 2-door fixed-head coupé 1991 cc 1946 1949 1701.
Tempest 4-door fixed-head coupé 1991 cc 1946 1949 6.
Whitley 18 Various 2309 cc 1949 1953 2624.
Sapphire 346 4-door saloon & Limousine 3435 cc 1952 1958 7697
Sapphire 234 4-door saloon 2290 cc 1955 1958 803
Sapphire 236 4-door saloon 2309 cc 1955 1957 603
Star Sapphire Saloon & Limousine 3990 cc 1958 1960 980
Star Sapphire Mk II Saloon & Limousine 3990 cc 1960 1960 1

A feature of many of their later cars was the option of an electrically controlled pre-selector gearbox.

Clubs

Like many British cars of the age, there are active owners’ clubs supporting their continued use in several countries, e.g. the UK, Australia, New Zealand, the Netherlands and Germany. ASOC Ltd has members worldwide and many members of the ASCC in Australia are resident overseas. In the United Kingdom, the Armstrong Siddeley Owners Club Ltd publishes a monthly Members magazine “Sphinx”. In Australia, the Armstrong Siddeley Car Club publishes “Southern Sphinx” six times a year. In the Netherlands ASOC Dutch publishes also six times a year, and in New Zealand, Armstrong Siddeley Car Club in New Zealand Inc. publish “Sphinx-NZ” every month. Further details are available from the Membership Secretary, or via the ASOC Ltd and ASCC Australia websites.

Aircraft engines

1958-armstrong-siddeley-lynx-7-cylinder-radial-from-the-avro-618-ten-aircraft-southern-cloudArmstrong Siddeley Lynx 7 cylinder radial from theavro-618-tenAvro 618 Ten aircraft, Southern Cloud

Throughout the 1920s and 1930s, Armstrong Siddeley produced a range of low- and mid-power aircraft radial engines, all named after big cats. They also produced a tiny 2-cylinder engine called the Ounce, another name for the snow leopard, for ultralight aircraft.

The company started work on their first gas turbine engine in 1939, following the design pioneered at the Royal Aircraft Establishment by Alan Arnold Griffith. Known as the “ASX” for “Armstrong Siddeley eXperimental”, the original pure-turbojet design was later adapted to drive a propeller, resulting in the “ASP”. From then on, AS turbine engines were named after snakes. Thearmstrong-siddeley-mamba-asm3Armstrong Siddeley Mamba ASM3 Mamba andarmstrong-siddeley-double-mamba-aircraft-engineArmstrong Siddeley Double Mamba aircraft engine Double Mamba were turboprop engines, the latter being a complex piece of engineering with two side-by-side Mambas driving through a common gearbox, and could be found on thea-royal-navy-fairey-gannet-as-4A Royal Navy Fairey Gannet AS.4 Fairey Gannet. Thearmstrong-siddeley-python-during-naca-wind-tunnel-testing-in-1949Armstrong Siddeley Python during NACA wind tunnel testing in 1949 Python turboprop powered thewestland-wyvern-s-mk-4Westland Wyvern S Mk.4 Westland Wyvern strike aircraft. Further development of the Mamba removed the reduction gearbox to give the Adder turbojet.

Another pioneer in the production of the RAE engine design was Metrovick, who started with a design known as the Metrovick F.2. This engine never entered production, and Metrovick turned to a larger design, the Beryl, and then to an even larger design, the Sapphire. Armstrong Siddeley later took over the Sapphire design, and it went on to be one of the most successful 2nd generation jet engines, competing with the better-known Rolls-Royce Avon.

The company went on to develop an engine – originally for unmanned Jindivik target drones – called the Viper. This product was further developed by Bristol Siddeley and, later, Rolls-Royce and was sold in great numbers over many years. A range of rocket motors were also produced, including the Snarler and Stentor. The rocket development complemented that of Bristol, and Bristol Siddeley would become the leading British manufacturer of rocket engines for missiles.

Aero and rocket engines
year type
Armstrong Siddeley Cheetah 1935 7-cyl radial
Armstrong Siddeley Civet 1928 7-cylinder radial
Armstrong Siddeley Cougar 1945 9-cylinder radial not-produced
Armstrong Siddeley Deerhound 1935 21-cylinder 3-row in-line radial engine. Not produced
Armstrong Siddeley Genet 1926 5-cylinder radial
Armstrong Siddeley Genet Major 1928 radial
Armstrong Siddeley Hyena 1933 experimental 15-cylinder 3-row inline radial
Armstrong Siddeley Jaguar 1923 14-cylinder 2-row radial
Armstrong Siddeley Leopard 1927 14-cylinder, 2-row radial
Armstrong Siddeley Lynx 1920 radial
Armstrong Siddeley Mongoose 1926 5-cyl radial
Armstrong Siddeley Ounce 1920 2-cylinder opposed
Armstrong Siddeley Panther 1929 14-cylinder 2-row radial
Armstrong Siddeley Serval 1928 10-cylinder 2-row radial
Armstrong Siddeley Tiger 1932 14-cylinder 2-row radial supercharged
Armstrong Siddeley ASX 1945 axial flow turbojet
Armstrong Siddeley Python 1945 turboprop, also known as ASP
Armstrong Siddeley Double Mamba 1949 Two Mamba linked by gearbox
Armstrong Siddeley Mamba 1946 turboprop
Armstrong Siddeley Sapphire 1948 turbojet
Armstrong Siddeley Adder 1948 turbojet
Armstrong Siddeley Viper 1951 turbojet
Armstrong Siddeley Snarler 1950 rocket

Diesel engines

In 1946 Armstrong Siddeley produced their first diesel engines. They were medium-speed engines for industrial and agricultural use. Initially there was a single-cylinder engine producing 5 bhp (3.7 kW) at 900 rpm and a twin-cylinder version. Each cylinder had a capacity of 988 cm3 (60.2 cubic inches). The power output and speed was progressively increased. By the end of 1954 the single-cylinder engine was rated at 11 bhp (8.2 kW) at 1800 rpm and the twin-cylinder engine 22 bhp (16.4 kW) at the same speed. In 1955 the range was extended with the introduction of a 3-cylinder engine rated at 33 bhp (24.6 kW).

The engines were built at Armstrong Siddeley’s factory at Walnut Street, Leicester until that factory closed in August 1957. Production was transferred to the factory of Armstrong Siddeley (Brockworth) Ltd in Gloucestershire and in 1958 to the factory of Petters Limited at Staines, Middlesex. The engines built by Petters were designated AS1, AS2 and AS3 to distinguish them from that company’s other products. Production ended in 1962 when Petters introduced a replacement range of lightweight small high-speed air-cooled diesel engines.

In April 1958 the company obtained a licence to build the Maybach MD series high-speed diesel engines. Several hundred were built by Bristol Siddeley Engines Ltd after that company took over Armstrong Siddeley’s manufacturing activities in 1959.

See also

References

Citations

  1. Jump up^ Kay & Springate (2014), p. 18.
  2. Jump up^ Smith (2006), p. 494.
  3. Jump up^ RAC Rating
  4. Jump up^ Armstrong Siddeley Air-Cooled Diesel Engines by Sid Beck inStationary Engine April 1992 reprinted in Rolls-Royce Heritage Trust Sphinx newsletter 49, December 2001
  5. Jump up^ Armstrong Siddeley Motors, Minutes of Board Meeting, 1 October 1957
  6. Jump up^ Armstrong Siddeley Air Cooled Diesel Engines by Tom Smith in Rolls-Royce Heritage Trust Sphinx newsletter 54, 2004
  7. Jump up^ Armstrong Siddeley Motors, Minutes of Board Meetings, 2 April 1958 and 28 April 1958

Bibliography

  • Kay, David; Springate, Lynda (2014). Automotive Mascots: A Collector’s Guide to British Marque, Corporate & Accessory Mascots (eBook). Veloce Publishing. ISBN 978-1-84584-785-2.
  • Smith, Bill (2006). Armstrong Siddeley Motors, The cars, the company and the people in definitive detail. Veloce Publishing. p. 494. ISBN 978-1-904788-36-2.

Further reading

  • Robert Penn Bradly: Armstrong Siddeley, the Post War Cars; Motor Racing Publications, Croydon, 1989.
  • Robert Penn Bradly: The 346 Sapphire explored to great depth; Pimula PTY Pvt., Bardwell Park, NSW, 2008.
  • Bruce Lindsay: Armstrong Siddeley, the Sphinx with the heart of a lion; Lindsay family trust, Thailand, 2010.

External links

1904-siddeley-vvl 1904-wilson-pilcher 1908-armstrong-whitworth-28-36hp-touring 1911-armstrong-whitworth-18-22hp-landaulette 1913-siddeley-deasy 1919-armstrong-siddeley

Armstrong Siddeley 30HP Landaulette advert 1921

Armstrong Siddeley 30HP Landaulette advert 1921

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taken at Wisley Bus Rally 2010

taken at Wisley Bus Rally 2010

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OLYMPUS DIGITAL CAMERA

OLYMPUS DIGITAL CAMERA

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SONY DSC

SONY DSC

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taken at Wisley Bus Rally 2010

taken at Wisley Bus Rally 2010

martini-16hp-tonneau-am-steuer-h-h-p-deasy royal%e2%80%85air%e2%80%85force-hawker-siddeley-hawk-t-1a-with-its-pilot-this-aircraft-used-for-aerobatic-displays-is-in-a-special-colour-scheme sole-surviving-western-wyvern-tf-1-at-the-fleet%e2%80%85air%e2%80%85arm%e2%80%85museum westland-wyvern-s-mk-4 wyvern-s4-silh wyvern-a-tf-1-exhibited-outdoors-at-the-fleet-air-arm-museum-at-rnas%e2%80%85yeovilton-in-1971

armstrong_siddeley 1947-armstrong-siddeley-hurricane-2000cc

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1925-bristol-bs4s-view-of-new-built-buses-at-the-brislington-bus-works 1925-bristol-charabanc-2 1925-bristol-charabanc-1925 1925-bristol-coach-riviera 1931-bristol-e-hy-2391beadle-h60r-pedel 1933-bristol-h-bus-a 1933-bristol-h-bus 1933-bristol-h-type-bus 1935-bristol-go5g-h58r 1935-bristol-go5g-yg-8986eastern-counties-l53r 1936-bristol-jo5g-aww-165-east-lancs-b32f 1937-bristol-go5g-1949-ecw-l27-28r-eta967 1937-bristol-w-wy-go5-g-rt 1938-bristol-tramways-and-carriage-co 1939-bristol-l5g-beadle-b36r 1940-bristol-k5g-bbw-h30-26g 1940-bristol-l5g-cet-443-bruce-b32c 1941-bristol-l-5 1946-bristol-k6a-jht802-c3386 1947-bristol-l5g-m-27-05-macau 1947-bristol-l6b-6cyl-vincent-body 1948-bristol-l5g-f 1948-bristol-l6 1948-bristol-l6b-with-a-beadle-body-in-1948-in-1958-it-was-lengthened-to-an-ll6b-and-given-an-ecw-fb39f-body 1948-bristol-ll6b-duple-southern-national 1949-bristol-l5g-lhy976-c2736 1949-bristol-l5g-m-19-01macau 1949-bristol-lowbridge-k6b-chassis-number-76067-delivered-new-to-hants-and-dorset 1950-bristol-ecw 1950-bristol-l6b-nae-3-2467 1950-bristol-ll6b 1950-bristol-ll6g-with-body-by-portsmouth-aviation 1950-bristol-lsx5g-nhu2-2800 1951-bristol-ll6b-duple-coach 1951-bristol-lwl6b-6-cyl-eastern-coach-works-body 1951-bristol-lwl6b-with-ecw-c35f-body 1951-macau-former-bristol-tramways-2717-bristol-l5g-m-11-02-mjr 1952-bristol-ksw6b-ohy938-l8089 1952-bristol-ls-with-ecw-body 1952-bristol-lwl5g-new-in-1952-and-withdrawn-in-nov-1968 1952-bristol-lwl6b 1953-bristol-imperiale 1953-bristol-ksw6g-ecw-h60r-hap985 1953-bristol-ls6b 1953-bristol-ls6g 1955-bristol-hg6-l-rgc 1955-bristol-ksw6b-uhy360-c8320 1955-bristol-ksw6g-uhy384-8336 1958-bristol-mw5g-924ahy-2934 1958-bristol-sc 1959-bristol-ld6b-972ehw-lc8518 1959-bristol-ld6g-969ehw-l8515 1959-bristol-lwl-kla-91 1959-bristol-sc-4lk-ecw-ovl 1960-bristol-fs5g-ecw-h33-27rd 1960-bristol-sc4-lk-hdv 1960-bristol-sc4lk 1961-bristol-fs6g-869nht-l8579 1961-bristol-mw5g-ecw-b45f 1962-bristol-re 1962-bristol-sul 1962-bristol-ecw-mw6g 1963-bristol-mw6g 1963-bristol-su-mw 1964-bristol-mw-ecw-engeland 1964-bristol-relh-eastern-coachworks-1964 1964-bristol-sul4a-fleet-1224 1965-bristol-flf6g-chy419c-c7201 1965-bristol-ls5g-wvx442-in-the-snow-at-kettering-bus-station-in-the-late-1960s-ex-eastern-national-in-july-1965 1965-bristol-mw-43-seats 1965-bristol-mw6g-bhu92c-2138 1965-bristol-sc4lk 1966-bristol-flf6b-fhu59d-c7246 1966-bristol-mw6g-fhw156d-2150 1967-bristol-rell6l-ecw-b44d 1967-bristol-resl6l-ecw-b46f 1968-bristol-reading-transport-fleet-258 1968-bristol-rell6g-built-in-with-pennine-b34d-bodywork 1969-bristol-ld6g 1969-bristol-relh-eastern-coach-works 1969-bristol-relh6l-whw-374h-ecw-dp49f 1969-bristol-rell-6-g-afm 1969-bristol-oh2 1970-bristol-relh6g-ecw-c45f 1970-bristol-vr 1973-bristol-rell6l-oae954m-1332 1975-bristol-resl6g-ecw-b43f 1980-bristol-lh6l-afb592v-461 1981-bristol-vrtsl6g-2 1981-bristol-vrtsl6g 1983-bristol-olympian-a954sae-9554 1984-bristol-olympian-a952sae-9552-34552 bristol-royal-blue bristol-1g bristol-2-ton-bus bristol-2a bristol-2c bristol-3 bristol-a-2 bristol-a bristol-brighton-hove-vrt bristol-btl01 bristol-bus-logo bristol-coach bristol-double-decker bristol-ex-lincolnshire-relh6g bristol-j-bhw432 bristol-j-type-bhw432s bristol-k-aberdare-udctd bristol-k5g-991 bristol-k5g-ydg77-york bristol-l-series-duple-body bristol-l5g-ecw-hhn bristol-l5g bristol-l5g-1 bristol-l5g-05 bristol-lh-bus-wyl-137 bristol-lion-bus bristol-lodekka bristol-lwl-6-b bristol-re-4257-jhn357k-at-scarborough bristol-sa bristol-sc bristol-sc4lk-1 bristol-sc4lk-11 bristol-vr-3934-ywt699g-at-york bristolbus-logo bristolbus bristol-ecw-ksg5-frp692-fleet-638 bristol-ecw-l6b-coach bristol-l5g-10

Posted in Bristol, Buses, Charabanc, Duple, ECW, England, UK, United Kingdom | Tagged , , , | Leave a comment

Bristol cars, only pictures

BRISTOL CARS only PICTURES

1915-bristol-aviation-history 1930-bristol-bulldog-fighter-plane 1930-filton-bristol-bulldogs 1938-bristol-super-speed-aircraft 1946-bristol-400 1946-fraser-nash-bristol-400-ad 1946-50-bristol%e2%80%85400 1947-berlinetta-superleggera-su-telaio-bristol-401 1947-bristol-400-cabriolet-by-pinin-farina 1947-bristol-400-cabriolet-by-pininfarina 1947-bristol-400-pininfarina-drophead 1947-bristol-400-pininfarina 1947-bristol-400-woody 1947-bristol-400 1947-bristol-cars-of-filton 1947-bristol-type-400-2-litre-saloon 1947-bristol-405-advert-3 1948-bristol-400-a 1948-bristol-400-a

OLYMPUS DIGITAL CAMERA

OLYMPUS DIGITAL CAMERA

1948-bristol-400-coupe 1948-bristol-401 1948-bristol-cars 1949-bill-pegg-chief-test-pilot-for-bac 1949-bristol-400-by-superleggera-touring-of-milan-10949711543 1949-bristol-400-by-superleggera-touring-of-milan 1949-bristol-401-farina-drophead-coupe 1949-bristol-401 1949-bristol-402-a 1949-bristol-402-b 1949-bristol-402-c 1949-bristol-402-d 1949-bristol-402-e 1949-bristol-402-f 1949-bristol-402-g 1949-bristol-402-h 1949-bristol-402-i 1949-bristol-402-j 1949-bristol-402-k 1949-bristol-402-l 1949-bristol-402-m 1949-bristol-402-n 1949-bristol-402-tek 1949-bristol-402-xx 1949-bristol-402 1949-bristol-brabazon-filton 1949-bristol-cars-filton 1950-bristol-401-r 1950-bristol-401-red

Bristol 401 Series III.  The Series III cars had rear lights above and parallel to the bumpers.  The body was based on a  Carrozzeria Touring  design and was fabricated in aluminium on a lightweight tubular chassis

Bristol 401 Series III. The Series III cars had rear lights above and parallel to the bumpers. The body was based on a Carrozzeria Touring design and was fabricated in aluminium on a lightweight tubular chassis

1950-bristol-401 1950-bristol-402-convertible 1950-bristol-402-drophead-coupe-project-a 1950-bristol-402-drophead-coupe-project-b 1950-bristol-402-drophead-coupe-project-c 1950-bristol-402-drophead-coupe-project 1950-bristol-450-2litre 1950-52-bristol-401-14698167461 1951-bristol-401-beutler 1951-bristol-401-drophead-coupe-by-beutler 1951-bristol-402 1951-bristol-401-monte-carlo 1952-bristol-401-in-holland-park-kensington-london 1952-bristol-lwl6b 1952-tojeiro-bristol-sport 1953-bristol-401-saloon-ad 1953-bristol-401-nd-47-88 1953-bristol-403-saloon 1953-bristol-403 1953-bristol-403-2-litre 1953-bristol-450-le-mans-1953 1953-bristol-1953-450-2 1953-le-mans-bristol-450 1953-wisdom-fairman-bristol-450-le-mans-original-louis-klemantaski-race-photo 1954-arnolt-1954-bristol-404-x-2litre 1954-arnolt-bristol-bolide-deluxe-at-the-mille-miglia 1954-arnolt-bristol-competition-404-x 1954-arnolt-bristol 1954-bristol-403-bristol-paris-peking 1954-bristol-403 1954-bristol-403a 1954-bristol-450 1954-bristol-arnolt 1954-bristol-sports-racing 1954-lister-bristol 1954-tojeiro-bristol-special 1954-tojeiro-bristol-sports-racing-car 1954-1961-arnolt-bristol-404-x-bolide-roadster 1955-arnolt-mg 1955-arnolt-mga 1955-bristol-404 1955-bristol-405-1971cc 1955-bristol-405-dhc-a 1955-bristol-405-dhc 1955-bristol-405-drophead-coupe 1955-bristol-405 1955-bristol-450-c-le-mans-6cyl-1971cc 1955-bristol-450-lemans 1955-bristol-tramways-and-carriage-co 1955-lister-bristol 1956-ac-ace-bristol-roadster-red 1956-ac-ace-bristol-roadster 1956-ac-aceca-bristol 1956-arnolt-bristol-bolide 1956-arnolt-bristol-by-bertone 1956-arnolt-bristol-deluxe-roadster-by-bertone 1956-bristol-405-drophead-cabriolet 1956-bristol-405-drophead 1956-1960-bristol-450-coupe 1956-arnolt-bristol-404-x-bsi-mkii-3108-bolide-dv-08-pbc-dt01 1956-arnolt-bristol-deluxe-dv-14-rmm-01 1957-ac-ace-bristol 1957-ac-aceca-bristol 1957-ac-bristol-roadster 1957-zagato-ac-ace-bristol 1958-ac-ace-bristol-roadster

Arnolt Bristol deluxe, gesehen bei der Technoclassica in Essen 2005. Der 1958 in Stahlblech-Leichtbauweise auf einem Bristol 404-Chassis gebaute Roadster ist von Bertone entworfen. 6 Zylinder, 3 Vergaser, 1971 cm³ Hubraum, 4 Gänge. Von den 142 gebauten Fahrzeugen sollen noch ~ 60 existieren, dieses wurde für 115.000 € angeboten

Arnolt Bristol deluxe, gesehen bei der Technoclassica in Essen 2005. Der 1958 in Stahlblech-Leichtbauweise auf einem Bristol 404-Chassis gebaute Roadster ist von Bertone entworfen. 6 Zylinder, 3 Vergaser, 1971 cm³ Hubraum, 4 Gänge. Von den 142 gebauten Fahrzeugen sollen noch ~ 60 existieren, dieses wurde für 115.000 € angeboten

1958-bristol-406-gt-zagato 1958-bristol-406-zagato-a 1958-bristol-406-zagato-b 1958-bristol-406-zagato-c 1958-bristol-406-zagato-d 1958-bristol-406-zagato 1958-zagato-ac-ace-bristol 1958-61-bristol-406 1959-ac-ace-bristol 1959-bristol-406-gt-zagato 1959-bristol-406-zagato-schrag 1959-bristol-406-zagato 1959-bristol-406a 1959-bristol-406b 1959-bristol-406c 1959-bristol-406d 1959-60-bristol-406-marreyt-classics 1960-bristol-407-drophead-coupe-by-viotti

Bristol 407.  In 1961 Bristol developed the 406 by installing a 5130cc Chrysler V8 engine to create the 407

Bristol 407. In 1961 Bristol developed the 406 by installing a 5130cc Chrysler V8 engine to create the 407

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OLYMPUS DIGITAL CAMERA

OLYMPUS DIGITAL CAMERA

1968-bristol-410a 1968-bristols-traditional-wing-mounted-spare-wheel-on-a-bristol%e2%80%85410 1969-1st-flight-of-concorde-002-filton-bristol 1969-bristol-411-auto-van-inspector-lynley 1970-bristol-411-s1 1970-bristol-411-s1 1970-bristol%e2%80%85411-series-1 1970-bristol-409 1971-bristol-411-series-2 1971-bristol-aviation-history-concorde-filton 1972-bristol-411-series-3 1973-bristol-408 1974-bristol-411-london 1974-bristol-411-auto-van-inspector-lynley 1974-bristol-411-serie-6 1974-bristol-411 1974-bristol%e2%80%85411-series-4 1975-the-last-of-the-line-in-bristol-cars-411 1975-76-bristol-411-2-door-saloon-series-5 1975-78-bristol-412-convertible-saloon-series-1-a 1975-78-bristol-412-convertible-saloon-series-1-b 1978-bristol-412-sii-targa-zagato 1978-82-bristol-603-series-2 1978-86-bristol-412-convertible-saloon-series-2-a 1978-86-bristol-412-convertible-saloon-series-2 1979-bristol-type-412-usa-convertible-saloon 1980-bristol-412-near-bury-st-eds 1981-bristol-beaufighter-convertible-2nd-ser-5899cc-v8 1981-bristol-beaufighter 1982-bristol-412-s3 1982-bristol-412-zagato 1982-bristol-412 1982-bristol-brigand 1984-bristol-603-brigand 1984-bristol-brigand 1984-bristol-britannia-412 1984-bristol-britannia 1998-bristol-blenheim-2-3 2004-bristol-fighter-a 2004-bristol-fighter-goodwood 2004-bristol-fighter-t 2004-bristol-fighter 2005-bristol-cars-fighter 2007-bristol-fighter 2009-bristol-blenheim-2009 2010-present-bristol-series-6 2016-bristol-bullet 14655a864bb64af45858fa8c9d7c46f3 ac-ace-bristol arnolt-bristol-2-litre-ad arnolt-bristol-ad arnolt-bristol-red arnolt-bristol bmw-327-coupe-1622-11 bristol-2-coleurs bristol-156-beaufighter-art bristol-400-401-402-and-403 bristol-400-advert bristol-401-and-brabazon bristol-402-cab bristol-402-drophead-interiour bristol-402 bristol-403-pininfarina bristol-404-drophead-by-abbott bristol-404-two-door-coupe bristol-404-405-and-406 bristol-405-four-door-saloon bristol-406-22litre bristol-406-4-doors bristol-406-by-zagato bristol-406-e-beutler bristol-407-8899ar bristol-407-convertible bristol-407-gt-zagato-a bristol-407-gt-zagato bristol-407-montlhery bristol-407-408-409-and-410

Bristol 408 MkII.  Introduced in 1965, the MkII gained a larger 5211cc V8 engine with a cast alloy gearbox

Bristol 408 MkII. Introduced in 1965, the MkII gained a larger 5211cc V8 engine with a cast alloy gearbox

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Bristol 410 1969. Introduced in 1967 the 410 evolved the 409 and was given a 5211cc V8 engine and revised grille and lighting.

Bristol 410 1969. Introduced in 1967 the 410 evolved the 409 and was given a 5211cc V8 engine and revised grille and lighting.

bristol-411-series-3-with-quad-headlights bristol-411-series-6-2009-03-2011-youtube bristol-411-series-6 bristol-411-412-603-and-beaufighter bristol-411 bristol-411-1 bristol-412-car-classics bristol-450-cars-6-cylinders bristol-450-le-mans-cars bristol-450-lm-53-wisdom-fairman-dnf bristol-450 bristol-450lm bristol-603-in-paris bristol-ad bristol-aeroplane-company bristol-beaufort-drophead-coupe-ad bristol-blenheim-3-01 bristol-blenheim-3 bristol-blenheim-3-62-8 bristol-blenheim-3a bristol-blenheim-3b bristol-blenheim-4 bristol-blenheim-4s bristol-blenheim-utterly-exclusive bristol-blenheim bristol-blenheim-3-04 bristol-blenheim-series-3 bristol-brigand-car-frontside-603 bristol-britannia-to-blenheim bristol-bullet-and-a-bristol-405-drophead-coupe-on-display-at-salon-prive bristol-bullet-rear bristol-c400-7 bristol-car-logo bristol-cars-a-very-british-story bristol-cars-of-filton bristol-cars-showroom-kensington-high-street bristol-cars-xxxx bristol-cars bristol-fighter-t-a bristol-fighter bristol-looking-to-the-future bristol-lwl-6-b bristol-metal-plate bristol-powered-lotus-mkx bristol-puk bristol-re-4257-jhn357k-at-scarborough bristol-roadster-by-bertone bristol-sc4lk-1 bristol-sc4lk-11 bristol-serie-6-4627-5 bristol-type-450-a bristol-type-450 bristol-vr-3934-ywt699g-at-york bristol-y bristol%e2%80%85407-zagato-the-inspiration-and-forerunner-to-the-aston%e2%80%85martin%e2%80%85db4-gt-zagato bristol_aeroplane_company bristol_cars_limited_latest_logo bristol-400 bristol-405-404-at-filton bristol-405-for-sale bristol-406s-bristol-also-built-one-406s-2-door-compact-coupe bristol-412 bristol-cars-logo cooper-bristol-l cooper-bristol-redex-special-owned-and-driven-by-jack-brabham cooper-bristol-t20-driven-by-stirling-moss cooper-bristol-t22 cooper-bristol-t23 cooper-bristol-t40-driven-by-jack-brabham cooper-bristol-t40 era-bristol-g-type-driven-by-stirling-moss fc800x800black frasr-nash-bristol-ad frazer-nash-bristol-driven-by-ken-wharton logo-arnolt-bristol

o1954 the-bristol-bloodhound tuning-bristol-400-03

Posted in AC CARS, ACECA, Arnolt, Bertone, Beutler, BMW, Bristol, Cars, England, Lister, Photograph’s, Pininfarina, Tojeiro, UK, United Kingdom, Zagato | Tagged , , , , | Leave a comment

BRISTOL CARS

bristol-metal-plate

Bristol Cars, Bristol England 1945-present

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Bristol Cars
Private limited company
Industry Automotive
Founded 1945 (Bristol)
Headquarters Bristol, England
Key people
Sir George White Tony Crook
Products Cars
Parent Kamkorp
Website www.bristolcars.co.uk

Bristol Cars is a manufacturer of hand-built luxury cars headquartered on Kensington High Street, London, England.

Bristol Cars is the last remaining descendant that retains the original name of the Bristol Aeroplane Company, a major aircraft manufacturer that at one point employed well over 50,000 people. After the Second World War, the Car Division of the Bristol Aeroplane Company was formed, later becoming Bristol Cars Limited.

Unlike most speciality automakers, Bristol does not court publicity and has only one showroom, on Kensington High Street in London. Nevertheless, the company maintains an enthusiastic and loyal clientele.

Bristol has always been a low-volume manufacturer; the most recent published official production figures were for 1982, which stated that 104 cars were produced in that year.

The company suspended manufacturing in March 2011, when administrators were appointed and 22 staff were made redundant. In April 2011, the company was purchased by Kamkorp. Since 2011, the company has been restoring and selling all models of the marque while a new model was being developed. The company returned to the automotive business in 2015 with an all-new model, called the Bullet, initially dubbed “Project Pinnacle”. The car was first revealed to the public on 26 July 2016, and production will begin the following year.

History

bristol-cars-showroom-kensington-high-streetThe Bristol Cars showroom on Kensington High Street

The British aircraft industry suffered a dramatic loss of orders and great financial difficulties following the Armistice of 1918. To provide immediate employment for its considerable workforce, the Bristol Aeroplane Company undertook the manufacture of a light car (the Bristol Monocar), the construction of car bodies for Armstrong Siddeley and bus bodies for their sister company, Bristol Tramways.

On the outbreak of World War II, Sir George Stanley White, managing director of the Bristol Aeroplane Company from 1911–1954, was determined not to suffer the same difficulties a second time. The company now employed 70,000 and he knew he must plan for the time when the voracious wartime demand for Bristol aircraft and aircraft engines would suddenly end. The company began working with AFN Ltd, makers of Frazer Nash cars and British importer of BMWs before the war, on plans for a joint venture in automotive manufacture.

bristol-450-le-mans-carsSir George Stanley White with Bristol the Bristol 450 Le Mans cars

As early as 1941, a number of papers were written or commissioned by George S. M. White, Sir Stanley’s son, proposing a post-war car manufacturing division. It was decided to purchase an existing manufacturer for this purpose. Alvis, Aston Martin, Lagonda, ERA and Lea-Francis were considered.

Beginning

A chance discussion took place in May 1945, between D. A. Aldington, a director of Frazer Nash then serving as an inspector for the wartime Ministry of Aircraft Production (MAP), and Eric Storey, an assistant of George White at the Bristol Aeroplane Company. It led to the immediate take-over of Frazer Nash by the Aeroplane Company.

Aldington and his two brothers had marketed the Fraser Nash BMW before the war, and proposed to build an updated version after demobilisation. This seemed the perfect match for the aeroplane company’s own ambitions to manufacture a high quality sports car. With the support of the War Reparations Board, H. J. Aldington travelled to Munich and purchased the rights to manufacture three BMW models and the 328 engine.

By July 1945, BAC had created a car division and bought a controlling stake in AFN. A factory was established at Filton Aerodrome, near Bristol.

George White and Reginald Verdon-Smith of the Aeroplane Company joined the new Frazer Nash Board, but in January 1947, soon after the first cars had been produced, differences between the Aldingtons and Bristol led to the resale of Frazer Nash. The Bristol Car Division became an independent entity.

Independence

Bristol Cars was sold after its parent joined with other British aircraft companies in 1960 to create the British Aircraft Corporation (BAC), which later became part of British Aerospace.

The car division originally merged with Bristol Siddeley Engines, and was marked for closure, but was bought in September 1960 by George S.M. White the chairman and effective founder. White retained the direction of the company, but sold a forty per cent shareholding to Tony Crook, a leading Bristol agent. Crook became sole distributor.

New ownership

In September 1969, only a month before the unveiling of the new Bristol 411 at the Earl’s Court Motor Show, Sir George White (as he had become) suffered a serious accident in his Bristol 410. The car was only superficially damaged, but he suffered severe trauma.

As time passed it became clear that he would never regain his health sufficiently to return to full-time work. To safeguard the future of his workforce, he decided in 1973 to sell his majority shareholding to Crook. As the ties with the White family were severed, British Aerospace (successors to the Bristol Aeroplane Company) requested the company to move its factory from Filton Aerodrome and it found new premises in nearby Patchway. The showroom on Kensington High Street became the head office, with Crook shuttling between the two in Bristol’s light aircraft.

Under Crook’s direction the company produced at least six types, the names of which were largely borrowed from Bristol’s distinguished aeronautical past: the Beaufighter, Blenheim, Britannia and Brigand.

End of the second era

In February 1997, Crook, then aged 77, sold a fifty per cent holding in Bristol Cars to Toby Silverton, with an option to take full control within four years. Silverton, then son-in-law of Joe Lewis of the Tavistock Group and son of Arthur Silverton of Overfinch, joined the board with his father.

Crook and Toby Silverton produced the Speedster, Bullet and 411 Series 6, though 2002 saw the transfer of Bristol Cars fully into the ownership of Silverton and the Tavistock Group, with Silverton in the chair and Crook remaining as managing director. Together they developed a two-seater V10 named after the first Sir George White’s world-famous First World War two-seater aircraft, the Bristol Fighter.

Crook finally relinquished his connection with Bristol Cars in August 2007. In March 2011, it was announced that Bristol Cars had been placed into administration. Rescue came in April 2011, in the form of Frazer-Nash Research.

Pre-war BMW designs, Aldington brothers and early cars

1946-50-bristol%e2%80%85400Bristol 400, 1946–50

HJ Aldington, a director of the Bristol Aeroplane Company affiliated AFN (BMW’s pre-war concessionaire in the UK), used his British Army connections to visit the bombed BMW factory in Munich several times post-war. In 1945 he took plans for BMW cars back to Britain, and BMW chief engineer, Dr. Fritz Fiedler was also employed. Its first car was the Bristol 400, prototyped in 1946 and introduced at the 1947 Geneva Motor Show. Derived from immediately pre-WW2 BMW products (thanks to a connection to BMW through Frazer Nash), the chassis was based on the BMW 326, the engine on the 328, and the body on the 327. Even a variation on the famous double-kidney BMW grille was retained. Bristol, however, did a thorough examination of the car’s handling and ended up with performance “only matched by outright purpose-built competition cars”. Seven hundred of the Bristol 400 were built, 17 of which received “handsome” drophead bodywork from Pininfarina.

In 1949, the 400 was joined by the five-place 401. Bodied by Touring, it was aerodynamically sleeker, accelerated better, and had higher top speed. It was joined by the drophead 402, of which just 24 examples were built.

The 403 followed in 1953, which featured improved brakes, gearbox, dampers, heater, and engine (a detuned racing motor, in fact). Bristol would use this same engine in the

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450, entered at Le Mans in 1953; it broke its experimental crankshaft, but despite being less than aerodynamically ideal proved fully five seconds a lap quicker than the competition. Bristol withdrew from racing two years later.

Along with the 403 was the

bristol-404-two-door-saloon-at-the-adelaide-botanic-gardensBristol 404 two door saloon at the Adelaide Botanic Gardensbristol-405-four-door-saloonBristol 405 four-door saloon

404, on a shorter wheelbase, with a more powerful engine and styling reminiscent of the 450. The 404 introduced a concealed front wing-mounted spare wheel and battery. It was built to extremely exacting standards, and the price reflected it; this, plus newly introduced “punitive taxation”, meant only 40 were produced.

1968-bristols-traditional-wing-mounted-spare-wheel-on-a-bristol%e2%80%85410

Bristol’s traditional wing-mounted spare wheel on a Bristol 410

The 405, which entered production in 1954, was much more successful, not least for being Bristol’s only four-door. It remained in production until 1958, with 297 saloons and 43 drophead coupés produced in all.

Bristol debuted the

1958-bristol-406406 in 1958, and it remained in production until 1961.

V8 cars

The 406’s replacement, the 407, was powered by a 5.2 litre V8 provided by Chrysler of Canada.

It was followed in 1963 by the

1973-bristol-408408, with drastic restyling as well as improved suspension. This was succeeded by the1966-bristol-409-5211-cc409. Many buyers preferred the crisp steering and gearbox of the earlier six-cylinder cars.1968-bristol-410aThe 410, introduced in 1966, was a return to the high-performance touring tradition, offering the same top speed as the 409, and superior acceleration, with the same powerplant. It also saw Bristol become a private company and marked a return to quality to the exclusion of output: no more than three cars a week were to be made.

In 1969, the Bristol 411 appeared, with a new 6.2 litre Chrysler V8 (still rebuilt and modified by Bristol, as before) delivering higher top speed and even better acceleration.

1970-bristol%e2%80%85411-series-11970 Bristol 411 Series 1

Engines

Until 1961, all Bristol cars used Bristol-built derivatives of the BMW M328 2-litre six-cylinder engine. These engines also powered a number of sports and racing cars, including all post-war Frazer Nashes (apart from a few prototypes), some ACs, some Lotus and Cooper racing cars, and several others.

In 1961, with the launch of the Bristol 407, the company switched to larger Chrysler V8 engines, which were more suitable for the increasingly heavy cars. All post-1961 Bristols, including the later Blenheim and Fighter models, used Chrysler engines.

Kamkorp era (2011–)

Administration and purchase

On 3 March 2011 it was announced that Bristol Cars had gone into administration, with the immediate loss of 22 jobs.[18] On 21 April 2011 the company was purchased by Kamkorp, which also owns Frazer-Nash Research, a manufacturer of electric vehicles. The acquisition could thus be presented as a reunion of two great names of British motoring, despite there being no connection with the original Frazer Nash car company.

Bristol Bullet

bristol-bullet-and-a-bristol-405-drophead-coupe-on-display-at-salon-priveBristol Bullet and a Bristol 405 Drophead coupé on display at Salon Prive’

Main article: Bristol Bullet (car)
bristol-bullet-rear

In 2014 Bristol Cars announed the development of a new model codenamed “Project Pinnacle”. Initial reports indicated it would be a petrol-electric hybrid with a petrol engine from BMW. However a later media report and a May 2015 press release indicated that the car would have non-hybrid V8 power.

2016-bristol-bullet2016 Bristol Bullet

The car, a 2-seater roadster, made its first public appearance, slightly camouflaged, at the Goodwood Festival of Speed in June 2016. In July the car was shown undisguised, technical details were announced, and its name given as Bristol Bullet. It is powered by a normally aspirated BMW V8 engine of 4.8 litres and 370 bhp driving the rear wheels, has a body of carbon fibre, weighs 1130 kg, and will cost £250,000. The planned production run is 70. The company states that the car is a precursor of future range-extender electric vehicles.

Models

1959-bristol-406-4-doors1956 Bristol 405 Drop Head Coupe, coachwork by Abbots of Farnham

1974-bristol%e2%80%85411-series-41974 Bristol 411 Series 4
bristol-407-zagato-the-inspiration-and-forerunner-to-the-aston-martin-db4-gt-zagatoBristol 407 Zagato the inspiration and forerunner to the Aston Martin DB4 GT Zagato

Bristol-engined cars

1947-bristol-cars-of-filtonType 400 (1946–50)1947-berlinetta-superleggera-su-telaio-bristol-401Type 401 (1948–53)1949-bristol-402-aType 402 (1949–50)

1953-bristol-403-2-litreType 403 (1953–55)bristol-404-two-door-coupeType 404 (1953–55)1954-arnolt-bristol Type 404X Arnolt Bristol (1954–58)1955-bristol-405-1971ccType 405 (1954–58)1958-61-bristol-406Type 406 (1958–61)1950-bristol-450-2litre 1953-bristol-450-le-mans-1953 1953-bristol-1953-450-2 1953-le-mans-bristol-450 1953-wisdom-fairman-bristol-450-le-mans-original-louis-klemantaski-race-photo 1954-bristol-450 1955-bristol-450-lemans 1956-1960-bristol-450-coupe bristol-450-cars-6-cylinders bristol-450-le-mans-cars bristol-450-lm-53-wisdom-fairman-dnf bristol-450 bristol-450lm bristol-type-450Type 450 (1953–55)

Chrysler-engined cars

1962-bristol-407-5130-cc-ohv-v8Type 407 (1961–63)1963-bristol-408-advert-408-of-1963-kept-the-same-basic-aesthetic-but-added-a-5-2-litre-318-cu-in-v8 bristol-407-408-409-and-410

Bristol 408 MkII. Introduced in 1965, the MkII gained a larger 5211cc V8 engine with a cast alloy gearbox

Bristol 408 MkII. Introduced in 1965, the MkII gained a larger 5211cc V8 engine with a cast alloy gearbox

1973-bristol-408Type 408 (1963–65)1966-bristol-409-5211-cc

1965-bristol-409 1966-bristol-409 bristol-409-6 bristol-409-b bristol-409-a bristol-409 bristol-409-7301Type 409 (1965–67)1968-bristol-410a 1968-bristols-traditional-wing-mounted-spare-wheel-on-a-bristol%e2%80%85410 bristol-410-1

OLYMPUS DIGITAL CAMERA

Bristol 410

Bristol 410 1969. Introduced in 1967 the 410 evolved the 409 and was given a 5211cc V8 engine and revised grille and lighting.

Bristol 410 1969. Introduced in 1967 the 410 evolved the 409 and was given a 5211cc V8 engine and revised grille and lighting.

Type 410 (1967–69)bristol-411-series-3-with-quad-headlights bristol-411 bristol-411-1 1974-bristol%e2%80%85411-series-4 1970-bristol%e2%80%85411-series-1 1970-bristol-411-s1 1970-bristol-411-s1 1972-bristol-411-series-3 1975-76-bristol-411-2-door-saloon-series-5 1974-bristol-411-serie-6 1975-the-last-of-the-line-in-bristol-cars-411 1971-bristol-411-series-2 1974-bristol-411-london bristol-411-412-603-and-beaufighter 1974-bristol-411 1974-bristol-411-auto-van-inspector-lynley 1969-bristol-411-auto-van-inspector-lynleyType 411 (1969–76)

1978-bristol-412-sii-targa-zagato 1980-bristol-412-near-bury-st-eds bristol-412-car-classics 1979-bristol-type-412-usa-convertible-saloon 1978-86-bristol-412-convertible-saloon-series-2-a 1978-86-bristol-412-convertible-saloon-series-2 1975-78-bristol-412-convertible-saloon-series-1-a 1982-bristol-412-zagato 1982-bristol-412 1984-bristol-britannia-412 bristol-411-412-603-and-beaufighter 1982-bristol-412-s3Type 412/Beaufighter (1975–93) Beaufortbristol-brigand-car-frontside-603 1984-bristol-603-brigand bristol-603-in-paris 1978-82-bristol-603-series-2 bristol-411-412-603-and-beaufighterType 603 (1976–82)1984-bristol-britannia bristol-britannia-to-blenheimBritanniabristol-brigand-car-frontside-603 1984-bristol-603-brigand 1984-bristol-brigand 1982-bristol-brigandBrigand (1982–93)bristol-blenheim-4s bristol-blenheim-series-3 bristol-blenheim-utterly-exclusive bristol-blenheimBlenheim (1993–2011)1998-bristol-blenheim-2-3Blenheim 2bristol-blenheim-3b bristol-blenheim-3-01 bristol-blenheim-3a bristol-blenheim-3-62-8 bristol-blenheim-3Blenheim 3, 3S and 3Gbristol-blenheim-4 bristol-blenheim-4sBlenheim 4bristol-411-series-6 bristol-411-series-6-2009-03-2011-youtube 2010-present-bristol-series-6 bristol-serie-6-4627-5 1974-bristol-411-serie-6 bristol-serie-6Series 6 (2000–2011)

Blenheim Roadster/Speedster (2003–11)2004-bristol-fighter-goodwood bristol-fighter-t-a 2004-bristol-fighter-t 2005-bristol-cars-fighter 2004-bristol-fighter-a 2007-bristol-fighter bristol-fighter 2004-bristol-fighterFighter (2004–11)

BMW-engined cars

2016-bristol-bullet bristol-bullet-rear bristol-bullet-and-a-bristol-405-drophead-coupe-on-display-at-salon-priveBullet (2016–)

See also

References

  1. ^ Jump up to:a b “Die wundersame Welt von Bristol”. Auto Bild (in German). 6 January 2008. Retrieved 16 May 2008.
  2. Jump up^ “Supercar Supermarket: BRISTOL FIGHTER – Feature”. Car and Driver. January 2001. Retrieved 16 May 2008.
  3. Jump up^ Lösch (1984), p. 402.
  4. Jump up^ “Bristol Cars announces 22 staff redundancies”. BBC News. 4 March 2011. Retrieved 4 March 2011.
  5. ^ Jump up to:a b “Bristol Cars bought by Kamkorp Autokraft”. BBC News. 21 April 2011. Retrieved 21 April 2011.
  6. Jump up^ “Bristol Cars”. Bristol Cars. Retrieved 8 October 2013.
  7. Jump up^ Jenkins, Alex (18 July 2016). “Bristol Cars to make comeback with new Bristol Bullet”. Auto Express. Retrieved 18 July 2016.
  8. ^ Jump up to:a b Lawrence (1991), p. 58.
  9. ^ Jump up to:a b “The Bristol Cars Story”. Bristolcars.co.uk. Retrieved13 March 2015.
  10. ^ Jump up to:a b Rob de la Rive Box. “Encyclopaedia of Classic Cars: Sports Cars 1945-1975”. Books.google.com. p. 64. Retrieved2016-08-17.
  11. ^ Jump up to:a b c d Setright (1978), p. 233.
  12. Jump up^ “Farewell Tony Crook: Racing driver and ex-Bristol Cars owner dies at 93”. Bristol Post. 19 February 2014. Retrieved13 March 2015.
  13. Jump up^ Setright (1978), p. 232.
  14. Jump up^ Setright (1978), pp. 232–3.
  15. Jump up^ Setright (1978), pp. 233–4.
  16. ^ Jump up to:a b c Setright (1978), p. 234.
  17. ^ Jump up to:a b c d Setright (1978), p. 235.
  18. Jump up^ “Bristol Cars goes into administration”. BBC News. 3 March 2011. Retrieved 3 March 2011.
  19. Jump up^ Pollard, Tim (2015-06-02). “Bristol Cars is back with new 2015 Pinnacle model by CAR Magazine”. Carmagazine.co.uk. Retrieved 2016-08-17.
  20. Jump up^ “Bristol previews new Project Pinnacle anniversary car”.Autocar.co.uk. Retrieved 2016-08-17.
  21. Jump up^ “PRESS RELEASE : BRISTOL CARS CONFIRMS POWERTRAIN FOR 70th ANNIVERSARY PROJECT PINNACLE” (PDF). Bristolcars.co.uk. Retrieved 2016-08-17.
  22. Jump up^ “Bristol Bullet to be precursor of electrified models”.Autocar.co.uk. Retrieved 2016-08-17.

Other sources

  • Lawrence, Mike (1991). A to Z of Sports Cars. Bay View Books. ISBN 1-870979-81-8.
  • Lösch, Annamaria, ed. (1984). World Cars. Herald Books.
  • Setright, L. J. K. (1978). Northey, Tom, ed. Bristol: A Quiet Touch of Class. World of Automobiles. 2. Phoebus.

External links

Posted in Abbots of Farnham, AC CARS, ACECA, Arnolt, Aston Martin, Bertone, Beutler, BMW, Bristol, Bristol Aeroplane Company, Bristol Siddeley Engines, British Aerospace (BAe), Buses, Cars, Chrysler, Cooper, England, Farnham, Frazer Nash, Kamkorp, Lister, Lotus, Pininfarina, Tojeiro, UK, United Kingdom, You Tube Video's, Zagato | Tagged , , , | Leave a comment

MG Automobiles photographs only

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MG CARS Photographs Only

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1923-24-mg-raworth-the-11-9-hp-raworth-chummy-six-built-from-mid-1923-to-late-1924 1925-mg-14-28-mg-morris-oxford-4-seater 1925-mg-morris-oxford-4-seater-tourer-dvla-a 1925-mg-morris-oxford-4-seater-tourer-dvla 1925-mg-old-number-one1 1925-morris-oxford-four-seater-tourer 1926-michael-applebee-supersports-14-28-super-sports-model-approx-400-built-from-late-1924-to-late-1926-about-10-known-to-exist 1926-morris-oxford-rk-6284 1926-27-mg-14-28-flat-nose-model-approx-300-of-these-cars-were-built-from-late-1926-to-late-1927-about-10-exist 1927-mhv-mg-14-40-saloon 1927-29-mg-14-40-mk-4-approximately-490-were-built-from-late-1927-to-late-1929-about-21-are-known-to-exist-john-burton-car 1928-mg-18-80-b 1928-mg-sports-14-40-1v 1928-31-mg-18-80-m-g-six-mk-1-there-were-exactly-500-built-between-late-1928-and-mid-1931-and-about-33-are-known-to-exist-with-another-4-or-5-chassis-in-new-zealand-peper-harow-01 1928-32-mg-18-100 1928-32-mg-six-mark-i-and-mark-ii-18-80 1929-m-g-m-type-midget-2-seater-sports-a 1929-m-g-m-type-midget-2-seater-sports 1929-mg-1440-tourer-mkiv 1929-33-mg-18-80-m-g-six-mk-11-there-were-236-built-between-late-1929-and-1933-about-27-are-known-to-exist-again-with-a-few-chassis-in-new-zealandagm-2014-02 1930-m-g-18-100-tigress-a 1930-m-g-18-100-tigress 1930-m-g-m-type-midget-2-seater-sports-a 1930-m-g-m-type-midget-2-seater-sports 1930-mg-18-80-mk-1-speedmodel 1930-mg-18-80-mkii-ad 1930-mg-18-100-mk-iii-tigress 1930-mg-m-type-a 1930-mg-m-type 1931-m-g-m-type-midget-2-seater-sports 1931-m-g-six-mark-ii-18-80-4-speed-with-body-by-carlton-carriage-co-built-for-university-motors-ltd-uk 1931-mg-18-80-4-door-sports-saloon 1931-mg-18-80-six 1931-mg-d-type-4-seater-tourer 1931-mg-high-speed-service-van 1931-32-mg-d-type-midget 1932-m-g-d-type-competition-car-vintagemg 1932-mg-d-type-4-seater-midget-tourer 1932-mg-d-type-4-seater-tourer 1932-mg-d-type-special-racer 1932-mg-f2 1932-mg-j2-sports-roadster 1932-mg-j2 1932-mg-k3-magnette-a 1932-mg-k3-magnette 1932-mg-kn-magnette-saloon-1932-35-mg-k-type-1-b 1932-mg-kn-magnette 1932-mg-k-type-1-b 1932-mg-p 1932-mg-stiles-ad 1932-35-mg-kn-magnette-saloon 1933-m-g-l2-magna-2-seater-sports 1933-mg-01-molenaar 1933-mg-j2-rear 1933-mg-j2-roadster 1933-mg-j2-sports-two-seater 1933-mg-j2 1933-mg-j4-750-ccm-75-ps 1933-mg-k1-magnette-roadstar 1933-mg-k3-magnette 1933-mg-magnette-k3 1933-34-mg-l1-4-seater 1933-34-mg-l1-continental-coupe 1934-mg-1934-kn-ad 1934-mg-k-n-pillarless-magnette-saloon 1934-mg-k1 1934-mg-k3-a 1934-mg-k3-b 1934-mg-k3-c 1934-mg-k3-d 1934-mg-kn-magnette-pillar-less-saloon-was-a-six-cylinder-fast-touring-car 1934-mg-kn-q 1934-mg-magnette-nd-ne-racing-special 1934-mg-na-magnette 1934-mg-nd-1 1934-mg-nd-magnette 1934-mg-ne-magnette-2seater 1934-mg-pa-b-le-mans-works-racing-car 1934-mg-pa-type 1934-mg-q-type-1100cc-supercharged-engine 1934-mg-type-k-magnette-university-tourer 1934-mg-kn-saloon-0 1935-01d-mg-ra-256-esplen-1-b 1935-mg-kn-magnette-pilllarless-saloon 1935-mg-magna-dit-is-een-originele-racewagen-die-destijds-al-230-km-h 1935-mg-midget-r-type-frame 1935-mg-nb-magnette-airline-coupe-by-allingham 1935-mg-nb-magnette-airline-coupe 1935-mg-nb-magnette 1935-mg-pa-airline-coupe-front 1935-mg-pa-airline-coupe-rear 1935-mg-pa-airline-coupe 1935-mg-pb 1935-mg-r-27 1935-mg-r-racetype 1935-mg-r-type-mg-car-club-wester-new-york-centre 1935-mg-rtype 1935-mg-k3-kn-magnette 1935-mg-magnette-kn-saloon-d25dht 1935-mg-rennwagen-r-type-04a-200457 1935-mg-r-type-b 1935-mg-r-type-bobby-baird-donington-park-circa-1935-tail-1760-p 1935-40-mg-p-n-t-type-750cc-record-breaker-pb-magnette-1%c2%bd-2-2-6l-road-test-book 1936-mg-midget-airline-coupe-a 1936-mg-pb-airline-coupe 1936-mg-pb 1936-mg-sa-charlesworth 1936-mg-ta-airline-coupe 1936-mg-ta-drophead-coupe 1937-mg-sa-tickford-drop-head-coupe 1937-mg-ta 1937-mg-va-saloon 1937-mg-va 1937-mg-ta 1938-mg-ex-135-et-1957-mg-ex-181 1938-mg-sa-british-marques-oxnard-ca-aug-9-2009 1938-mg-sa-fvl-2-3-litre-six-cylinder-4-door-4-seater-4-light-sports-saloon 1938-mg-sa-fvr2 1938-mg-sa-rvr 1938-mg-ta-midget 1938-mg-ta-q-type 1938-mg-ta 1938-mg-wa-saloon 1938-mg-wa 1939-m-g-tb-midget-drophead-coupe 1939-mg-sa-saloon-cdu-188 1939-mg-va-saloon-gr 1939-mg-va-saloon 1939-mg-wa-2-6-litre-sports-saloon 1939-mg-wa-tickford-3-position-drophead-coupe 1939-mg-wa-tickford-cabriolet-2 1939-mg-wa-tickford-cabriolet-dvla-first-registered-21-april-1939-2687-cc 1939-mg-wa-tickford-cabriolet 1939-mg-r-type-edwards-shelsley-walsh-june-1939-1761-p 1939%e2%80%85allan-tomlinson-australian%e2%80%85grand%e2%80%85prix-driving-an-mg-ta 1945-mg-tc-drawing 1945-mg-tc-midget 1945-mg-tc-racer 1945-mg-tc-red-midget 1946-mg-tc-551-yud 1947-mg-y-a 1947-mg-y

OLYMPUS DIGITAL CAMERA

OLYMPUS DIGITAL CAMERA

1947-51-mg-type-ya-saloon 1948-mg-tc-at-the-imperial-palace-auto-collections-in-las-vegas 1948-mg-r-type-owned-by-fregona-then-roy-hesketh 1948-mg-tc-british-sports-car 1949-mg-tc-le-mans-special-a 1949-mg-tc-le-mans-special-b 1949-mg-tc-le-mans-special-c 1949-mg-tc-le-mans-special-d 1949-mg-tc-le-mans-special-e 1949-mg-tc-le-mans-special 1949-mg-tc-race-car 1949-mg-td-midget 1950-mg-y-convertible 1952-mg-1%c2%bc-litre-series-yb-saloon 1952-mg-yb-saloon 1953-mg-td-at-the-great-west-road-run-aust-bristol-england 1953-mg-td-dutch-licence-registration-dl-03-98 1953-mg-td-voiturerouge-ronsenac-01 1953-mg-tf-beautiful-patina-on-a-black-plate-car 1953-1958-mg-magnette-zazb 1954-mg-r2-flying-shingle 1954-mg-tf-1250 1954-mg-tf-frontwp 1954-mg-tf-rearwp 1954-mg-tf-roadster-a 1954-mg-tf-roadster 1954-mg-tf 1955-ken-miles-in-the-mg-ex182-at-the-1955-24-hours-of-le-mans 1955-mg-td-lester-coupe 1955-mg-tf 1955-mg-za-magnette-n 1956-mg-goldie-02 1956-mg-r-type-x2x 1957-mg-a-cabriolet 1957-mg-a1600 1957-mg-ex-181 1957-mg-magnette-zb-cabriolet 1957-mg-mga-coupe-hudson 1957-mg-za-magnette-1489cc 1957-mg-zb-magnette 1958-mg-a-coupe 1958-mg-a 1958-mg-ex205-prototype 1958-mg-magnette-2 1958-mg-magnette-mkiii 1958-mg-magnette-zb-varitone 1958-mg-magnette-zb 1958-mg-mga-roadster 1958-mg-zb-rear 1958-mg-zb 1958-mga-roadster-sebring 1959-farina-magnette-mk-iii-john-elwoods 1959-mg-a-1600-coupe 1959-mg-a-coupe

MG Magnette MkIII.  The 1489cc B-series engine was given Twin SUs for the MG (and the Riley 4/68) when launched in 1959.

MG Magnette MkIII. The 1489cc B-series engine was given Twin SUs for the MG (and the Riley 4/68) when launched in 1959.

1959-mg-magnette-mark-iii-original-car-sales-brochure-a 1959-mg-magnette-mark-iii-original-car-sales-brochure-b 1959-mg-magnette-mark-iii-original-car-sales-brochure-c 1959-mg-magnette-mk-iii-adv 1959-mg-magnette-mk3 1959-mg-magnette-mk3a 1959-mg-magnette-mkiii-ado9g 1959-mg-magnette-mkiii-ado9ga 1959-mg-magnette-mkiii-primer-john-elwood 1959-mg-magnette-mkiiib 1959-mg-magnette-zb-varitone-tt-gray-int2 1959-mg-mga 1959-mg-za-magnette 1959-mg-zb-magnette-zb 1959-mga-1500-roadster 1959-mga-a 1959-mga-b 1959-mg-magnette-mk-iii-car-sales-brochure-1959 1960-mg-magnette-mkiii 1960-mg-magnette-original-dealers-sales-sheet 1960-mg-mga-in-rare-dove-gray 1960-mg-mga-roadster 1960-mg-mk-iii-magnette-saloon-16344619535 1961-mg-a-twin-cam-1 1961-mg-mga-auto-classique 1961-mga-1600 1961-68-mg-magnette-iv-ad 1962-mg-a-mkii 1962-mg-mgb 1963-m-g-midget-1-1-litres 1963-mg-b-berlinetta 1963-mg-b-gt-racing-team 1964-mg-bgt-sebring 1964-70-mg-mgb-berlinette-by-jacques-coune-carrossier-of-belgium

SONY DSC

SONY DSC

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hp photosmart 720

hp photosmart 720

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217, 50, 260, 1, 1, 476

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source Profile Publicationsa #86

source Profile Publicationsa #86

source Profile Publicationsa #86

source Profile Publicationsa #86

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MG Racing at Snetterton

MG Racing at Snetterton

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MG Automobiles

MG Cars

 This article is about the MG marque and its manufacturer pre-2005. For the present day manufacturer of MG cars, see MG Motor.
MG marque
MG's logo since 2006
Owner MG Motor (since 2009)
Country United Kingdom
Markets Automotive
Previous owners 1924–1935: William R Morris
1935–1952: Morris Motors Limited
1952–1967: British Motor Corporation
1967–1968: British Motor Holdings
1968–1986: British Leyland
1986–1988: Rover Group
1988–1994: British Aerospace
1994–2000: BMW
2000–2005: MG Rover Group
2006–2008: NAC MG
Website www.mg.co.uk
The MG Car Company Limited
Industry Automotive industry
Fate Merged
Founded 1924
Founder Cecil Kimber
Headquarters Longbridge, Birmingham (Previously Abingdon, Oxfordshire)
Products MG Automobiles
Website mgcars.com

1939-mg-wa-2-6-litre-sports-saloonMG WA 2.6-litre sports saloon 1939

MG is a British automotive marque registered by the now defunct MG Car Company Limited, a British sports car manufacturer begun in the 1920s as a sales promotion sideline within W R Morris’s Oxford city retail sales and service business by the business’s manager, Cecil Kimber. Best known for its two-seat open sports cars, MG also produced saloons and coupés. Kimber was an employee of William Morris; MG are the initials for Morris Garages.

The MG business was Morris’s personal property until 1 July 1935 when he sold MG to his holding company, Morris Motors Limited, restructuring his holdings before issuing (preference) shares in Morris Motors to the public in 1936. MG underwent many changes in ownership starting with Morris merging with Austin in The British Motor Corporation Limited in 1952. MG became the MG Division of BMC in 1967 and so a component of the 1968 merger that created British Leyland Motor Corporation. By the start of 2000 MG was part of the MG Rover Group which entered receivership in 2005 and the assets and the MG brand were purchased by Nanjing Automobile Group (which merged into SAIC in 2008) for GB£53 million. Production restarted in 2007 in China, and later at Longbridge plant in the UK under the current manufacturer MG Motor. The first all-new model from MG in the UK for 16 years, the MG 6, was officially launched on 26 June 2011.

Overview

The original MG marque was in continuous use, except for the duration of the Second World War, for 56 years following its inception in 1923. The production of predominantly two-seater sports cars was concentrated at a factory in Abingdon, some 10 miles (16 km) south of Oxford. The British Motor Corporation (BMC) competition department was also based at the Abingdon plant, producing many winning rally and race cars, until the Abingdon factory closed and MGB production ceased in the Autumn of 1980.

Between 1982 and 1991, the MG marque used to badge-engineer sportier versions of Austin Rover’sMetro, Maestro, and Montego ranges. The MG marque was not revived in its own right until 1992, with the MG RV8 – an updated MGB Roadster with a Rover V8 engine, which was previewed at the 1992 Birmingham Motor Show, with low-volume production commencing in 1993.

A second revival came in the summer of 1995, when the high-volume MG F two-seater roadster was launched.

The MG marque, along with the Rover marque, went to the MG Rover group in May 2000, when BMW “broke up” the Rover Group. This arrangement had the return of MG badges on sportier Rover-based cars such as the MG ZT in 2001, along with a revised MG F model, known as the MG TF, launched in 2002; however, all production ceased in April 2005 when MG Rover went into administration.

The assets of MG Rover were bought by Chinese carmaker Nanjing Automobile in July 2005, subsequently bought by SAIC in December 2007, which now operate a UK subsidiary, MG Motor.

History

morris-garage-longwall-street-geograph-org-uk-721833The Morris Garage

Morris’s 1910 building on his site in Longwall Street, Oxford

enamelled-badge-on-an-early-mg-carThe company’s name supposedly originated from the initials of Morris Garages, W R Morris’s (Lord Nuffield’s) original retail sales and service business in Longwall Street, Oxford, when the business’s manager, Cecil Kimber, began promoting sales by producing his own versions. Kimber had joined the company as its sales manager in 1921. He was promoted to general manager in 1922, a position he held until 1941, when he fell out with Lord Nuffield over procuring wartime work. Kimber died in 1945 in a railway accident. The site of the garages was redeveloped in 1980, retaining the original frontage, and is now used as student accommodation by New College.

Debate remains as to when the MG Car Company started, although the first cars bore both Morris and MG badges, in addition to reference to MG with the octagon badge appears in an Oxford newspaper from November 1923, the MG Octagon was registered as a trademark by Morris Garages on the 1 May 1924, with its 90th anniversary being widely celebrated in 2014. Others dispute this and believe that MG only properly began trading in 1925. The explanation may lie in the distinction between the MG business and the company of that name which may have come to own it later.

1935-mg-nb-magnette-airline-coupe1935 MG NB Magnette Airline coupé

The first cars which were rebodied Morris models used coachwork from Carbodies of Coventry and were built in premises in Alfred Lane, Oxford. Demand soon caused a move to larger premises in Bainton Road in September 1925, sharing space with the Morris radiator works. Continuing expansion meant another move in 1927 to a separate factory in Edmund Road, Cowley, Oxford, near the main Morris factory and for the first time it was possible to include a production line. In 1928, the company had become large enough to warrant an identity separate from the original Morris Garages and the M.G. Car Company Limited was established in March of that year, and in October for the first time a stand was taken at the London Motor Show. Space again soon ran out and a search for a permanent home led to the lease of part an old leather factory in Abingdon, Oxfordshire in 1929, gradually taking over more space until production ended there in 1980. The MG Car Club was founded in 1930 for owners and enthusiasts of MG cars.

Nuffield Organisation

Originally owned personally by William Morris, MG was sold in 1935 to Morris Motors (itself a member of the Morris Organizations later called the Nuffield Organisation), a change that was to have serious consequences for MG, particularly its motor-sport activities.

BMC

1966-mg-magnette-mk-iv1966 MG Magnette Mark IV, a typical badge-engineered BMC saloon car

MG was absorbed with Morris into The British Motor Corporation Limited, created in 1952 to merge Morris Motors Limited and The Austin Motor Company Limited. Long-time service manager John Thornley took over as general manager, guiding the company through its best years until his retirement in 1969. Under BMC, several MG models were no more than badge-engineered versions of other marques, with the main exception being the small MG sports cars. BMC took over Jaguar Cars in September 1966 and that December BMC changed its name to British Motor Holdings. BMH joined with Leyland Motor Corporation in 1968 to form British Leyland Motor Corporation (BLMC).

BL

Following partial nationalisation in 1975, BLMC became British Leyland (later just BL). British Leyland’s management and engineering staff were predominantly from the former Leyland organization, which included MG’s historical close rival Triumph. Triumph was grouped into BL’s Specialist Division, alongside Rover and Jaguar, while MG was retained with the other former BMC marques in the Austin-Morris Division which otherwise made mass-production family cars. While new Triumph models such as the TR7 and the Dolomite were launched during the ‘Seventies no new MG models were introduced apart from the limited-production V8 version of the MGB. While the MG operations was profitable these profits were entirely offset by the huge losses accrued by the rest of the Austin-Morris division and any funding to the Division within BL was allocated to urgently required mass market models, leaving MG with limited resources to develop and maintain its existing model range, which became increasingly outdated. Amidst a mix of economic, internal and external politics, the Abingdon factory was shut down on 24 October 1980 as part of the drastic programme of cutbacks necessary to turn BL around after the turbulent times of the 1970s. The last car to be built there was the MGB, and after the closure of the Abingdon plant, the MG marque was temporarily abandoned.

Though many plants were closed, none created such an uproar among workers, dealers, clubs, and customers as this closure did. Years later, Sir Michael Edwardes expressed regret about his decision.

In 1982, the marque was revived and the Austin Rover Group built high-performance versions of their saloon and hatchback models built at Longbridge (Metro) or Cowley (Maestro and Montego). The MG Metro continued until 1990, with the Maestro and Montego versions being suspended a year later.

BAe then BMW

mg-tf-blue-frontIn 1995, the MG F became the first all-new MG since the MGB

After BL became the Rover Group in 1986, ownership of the MG marque passed to British Aerospace in 1988 and then in 1994 to BMW. The MG name was revived in 1993 with the launch of the MG RV8, followed by the mid-engined MG F in 1995.

MG Rover

BMW sold the business in 2000 and the MG marque passed to the MG Rover Group based in Longbridge, Birmingham. The practice of selling unique MG sports cars alongside badge-engineered models (by now Rovers) continued. The Group went into receivership in 2005 and car production was suspended on 7 April 2005. As of 2003, the site of the former Abingdon factory was host to McDonald’s and the Thames Valley Police with only the former office block still standing. The headquarters of the MG Car Club (established 1930) is situated next door.

In 2006, it was reported that an initiative called Project Kimber, led by David James, had entered talks with Nanjing to buy the MG brand to produce a range of sports cars based on the discontinued Smart Roadster design by DaimlerChrysler. No agreement was reached, which resulted in the AC Cars marque being adopted for the new model, instead. As of 2009, the project appears to be dormant.

MG Motor

mg-motor-uk-hq-saic-uk-technical-design-centreMG Motor UK HQ – SAIC UK Technical & Design Centre

Morris Garages

Main article: MG Motor

On 22 July 2005, the Nanjing Automobile Group purchased the rights to the MG brand and the assets of the MG Rover Group (except the production line for the ZS model) for £53 million, creating a new company called NAC MG UK. This was later renamed MG Motor, after the merge of Nanjing Automobile with Shanghai Automobile Industry Corporation (SAIC). In 2011, MG launched a new model, the MG 6 in GT (hatchback) and Magnette (saloon) versions which became the first new-generation MG available in the UK since the MG TF. The MG range is now sold in China, Chile, Colombia, Brazil, Costa Rica, South Africa and the United Kingdom, availability of models depending on market.

The first all-new model from MG for 16 years, the MG 6, was officially launched on 26 June 2011 during a visit to MG Motor’s Longbridge plant by Chinese Premier Wen Jiabao.

By March 2012, SAIC had invested a total of £450 million in MG Motor. Sales in the UK totalled 782 vehicles in 2012. The new MG 3 went on sale in the United Kingdom in September 2013.

MG Motor was voted third place for the ‘Best Manufacturer’ category in the Auto Express 2014 Driver Power survey. MG celebrated its 90th birthday in 2014, and enjoyed further celebrations with a record-breaking year that had the company lead UK car-industry growth in 2014. The MG brand’s sales rose by 361% during 2014 thanks in part to the introduction of the MG 3 to the product range.

Car models

The earliest model, the 1924 MG 14/28 consisted of a new sporting body on a Morris Oxford chassis. This car model continued through several versions following the updates to the Morris. The first car which can be described as a new MG, rather than a modified Morris was the MG 18/80 of 1928 which had a purpose designed chassis and the first appearance of the traditional vertical MG grille. A smaller car was launched in 1929 with the first of a long line of Midgets starting with the M-Type based on a 1928 Morris Minor chassis. MG established a name for itself in the early days of the sport of international automobile racing. Beginning before and continuing after World War II, MG produced a line of cars known as the T-Series Midgets which, post-war, were exported worldwide, achieving greater success than expected. These included the MG TC, MG TD, and MG TF, all of which were based on the pre-war MG TB, and updated with each successive model.

MG departed from its earlier line of Y-Type saloons and pre-war designs and released the MGA in 1955. The MGB was released in 1962 to satisfy demand for a more modern and comfortable sports car. In 1965 the fixed head coupé (FHC) followed: the MGB GT. With continual updates, mostly to comply with increasingly stringent United States emissions and safety standards, the MGB was produced until 1980. Between 1967 and 1969 a short-lived model called the MGC was released. The MGC was based on the MGB body, but with a larger (and, unfortunately, heavier) six-cylinder engine, and somewhat worse handling. MG also began producing the MG Midget in 1961. The Midget was a re-badged and slightly restyled second-generation Austin-Healey Sprite. To the dismay of many enthusiasts, the 1974 MGB was the last model made with chrome bumpers due to new United States safety regulations; the 1974½ bore thick black rubber bumpers that some claimed ruined the lines of the car. In 1973, the MGB GT V8 was launched with the ex-BuickRover V8 engine and was built until 1976. As with the MGB, the Midget design was frequently modified until the Abingdon factory closed in October 1980 and the last of the range was made. The badge was also applied to versions of BMC saloons including the1972-austin-1300gt-registered-june-1972-1380ccsic-dvlaBMC ADO16, which was also available as a Riley, but with the MG pitched as slightly more “sporty”.

The marque lived on after 1980 under BL, being used on a number of Austin saloons including the1989-mg-metro-arpMetro,1986-mg-maestro-efi-this-car-had-a-115bhp-2-0-litre-efi-engineMaestro, and1988-mg-montego-burrells-walkMontego. In New Zealand, the MG badge even appeared on the late 1980s Montego estate, called the MG 2.0 Si Wagon. There was a brief competitive history with a mid-engined, six-cylinder version of the Metro. The MG Metro finished production in 1990 on the launch of a Rover-only model. The MG Maestro and MG Montego remained on sale until 1991, when production of these models was pruned back in order for Rover to concentrate on the more modern 200 Series and 400 Series. High performance Rover Metro, 200 and 400 GTi models had gone on sale in late 1989 and throughout 1990 as the MG version of the Metro was discontinued in 1990 and the versions of the Maestro and Montego were axed in 1991.

The Rover Group revived the two-seater with the1993-mg-rv8-3950cc-jun-1993MG RV8 in 1992. The all-new MGF went on sale in 1995, becoming the first mass-produced “real” MG sports car since the MGB ceased production in 1980.

Following the May 2000 purchase of the MG and Rover brands by the Phoenix Consortium and the forming of the new MG Rover Group, the MG range was expanded in the summer of 2001 with the introduction of three sports models based on the contemporary range of Rover cars. The2003-mg-zr-105-le-mansMG ZR was based on the Rover 25, the MG ZS on the Rover 45, and the MG ZT/ZT-T on the Rover 75.

The MG Rover Group purchased Qvale, which had taken over development of the De Tomaso Bigua. This car, renamed theqvale-mangusta-2010-05-22-bearbQvale Mangusta and already approved for sale in the United States, formed the basis of the MG XPower SV, an “extreme” V8-engined sports car. It was revealed in 2002 and went on sale in 2004.

Motorsport

From its earliest days MGs have been used in competition and from the early 1930s a series of dedicated racing cars such as the 1931 C-Type and 1934 Q-type were made and sold to enthusiasts who received considerable company assistance. This stopped in 1935 when MG was formally merged with Morris Motors and the Competition Department closed down. A series of experimental cars had also been made allowing Captain George Eyston to take several world speed records. In spite of the formal racing ban, speed record attempts continued with Goldie Gardner exceeding 200 mph (320 km/h) in the 1100 cc EX135 in 1939.

After World War II record breaking attempts restarted with 500 cc and 750 cc records being taken in the late 1940s. A decision was also taken to return to racing and a team of MGAs was entered in the tragedy-laden 1955 24 Hours of Le Mans race, the best car achieving 12th place.

Prior to the use of the Toyota Tundra silhouette in the Craftsman Truck Series, MG was reported as the last foreign brand to be used in NASCAR. It was driven in 1963 by Smokey Cook.

In 2001 MG re-launched their motor sport campaign to cover the 24 Hours of Le Mans (MG-Lola EX257), British Touring Car Championship (BTCC) (MG ZS), British and World Rally Championships and MG Independent British Rally Championship (MG ZR). The Le Mans team failed to win the endurance race in 2001 and 2002 and quit in 2003. MG Sport+Racing raced in the British Touring Car Championships with the MG ZS between 2001 and 2003 as a factory team. In 2004 WSR raced the MG ZS as a privateer team. After three years without a major sponsor, WSR teamed up with RAC in 2006 and the team was called Team RAC. In 2007 an MG ZR driven by BRC Stars Champion Luke Pinder won class N1 on Britain’s round of the World Rally championship. Wales Rally GB. The MG British Rally Challenge still runs today despite the liquidation in 2005.

In 2004 plans to race in the Deutsche Tourenwagen Masters (DTM) with a heavily modified V8 powered ZT supertouring car were cancelled due to MG Rover’s liquidation in April 2005.

mg-triple-eight-btcc-cars-2012-to-2014MG / Triple Eight British Touring Cars 2012 – 2014.

In January 2012, MG Motor announced that it would enter the 2012 British Touring Car Championship through the newly established MG KX Momentum Racing team. In its debut season the team ran two MG6s driven by Jason Plato and Andy Neate. Jason ended the season in third place, with the car yet to find its foot in wet conditions.

images-of-the-2015-mg-triple-eight-race-car-liverysMG / Triple Eight British Touring Cars 2015.

The team returned in 2013 with Sam Tordoff driving, who performed well in his debut year having joined through the KX Academy scheme. Plato once again came third, with Tordoff sixth.

MG won the 2014 Manufacturer’s Championship to break Honda’s four-year reign. After just three years of competition, the MG6 GT sealed the title by 95 points at the season finale at Brands Hatch. Drivers Plato and Tordoff racked up seven wins and 20 podiums in the 30-race calendar. Plato finished the Driver’s Championship in second place, behind Colin Turkington, while Tordoff finished seventh. The 2014 season also saw a third MG6 GT was on the grid, driven by Marc Hynes. Also maintained by Triple Eight but in a new livery which didn’t resemble the other two MG cars. MG came second in the Constructors Championship in 2015, with Andrew Jordan leading the MG team by finishing the season fifth.

List of models

1954-mg-tf-frontwpThe (1954) MG TF is the last traditional MG

1954-mg-tf-rearwpThe MG TF was “the last of the traditionally-styled MGs”, with a wood-framed body, separate wings, and running boards.

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The MG MGB

mgb-gt-flickr-exfordyMG MGB GT. The “winter appeal” of the MGB was widened with the arrival of the “GT” in 1965.

 

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MG MGB GT.

 

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The MG MGB.

For 1975 Larger wheels raised the car slightly which with new bumpers ensured compliance with increasingly prescriptive safety requirements in (primarily, at this stage) the US.

The MG Rover owners club was set up to preserve the Marque (www.mgr-forums.com)

Sports cars

1925-morris-oxford-four-seater-tourer1924–1927: MG 14/281927-mhv-mg-14-40-saloon1927–1929: MG 14/401928-mg-18-80-b1928-31-mg-18-80-m-g-six-mk-1-there-were-exactly-500-built-between-late-1928-and-mid-1931-and-about-33-are-known-to-exist-with-another-4-or-5-chassis-in-new-zealand-peper-harow-011928-32-mg-six-mark-i-and-mark-ii-18-801929-33-mg-18-80-m-g-six-mk-11-there-were-236-built-between-late-1929-and-1933-about-27-are-known-to-exist-again-with-a-few-chassis-in-new-zealandagm-2014-021931-m-g-six-mark-ii-18-80-4-speed-with-body-by-carlton-carriage-co-built-for-university-motors-ltd-uk1928–1933: MG 18/801929-m-g-m-type-midget-2-seater-sports-a1930-m-g-m-type-midget-2-seater-sports-a1929–1932: MG M-type Midgetmg-c-type-rear-leftmg-c-type-competition-car1931–1932: MG C-type Midget1931-mg-d-type-4-seater-tourer1931-32-mg-d-type-midget1932-m-g-d-type-competition-car-vintagemg1932-mg-d-type-4-seater-midget-tourer1932-mg-d-type-4-seater-tourer1932-mg-d-type-special-racer1931–1932: MG D-type Midget1932-mg-f21931–1932: MG F-type Magna1935-mg-magna-dit-is-een-originele-racewagen-die-destijds-al-230-km-h1935 MG F Magna. Dit is een originele racewagen die destijds al 230 km-hmg-j-type-advertisement1932–1934: MG J-type Midget advertisement1933-mg-k1-magnette-roadstar1933-mg-k3-magnette1933-mg-magnette-k31934-mg-k3-a1934-mg-k3-b1934-mg-k3-c1934-mg-k3-d1932–1934: MG K-type Magnette1933-m-g-l2-magna-2-seater-sports1933-34-mg-l1-4-seater1933-34-mg-l1-continental-coupe1933–1934: MG L-type Magna1934-mg-magnette-nd-ne-racing-special1934-mg-na-magnette1934-mg-nd-11934-mg-nd-magnette1934-mg-ne-magnette-2seater1935-mg-nb-magnette-airline-coupe-by-allingham1935-mg-nb-magnette-airline-coupe1935-mg-nb-magnette1934–1936: MG N-type Magnette1935-mg-pa-airline-coupe-front1935-mg-pa-airline-coupe-rear1935-mg-pa-airline-coupe1935-mg-pb1936-mg-midget-airline-coupe-a1936-mg-pb-airline-coupe1936-mg-pbmg-pa-airline-coupe-sliding-head1934–1936: MG P-type Midget1936-mg-ta-airline-coupe1937-mg-ta1937-mg-ta1938-mg-ta-midget1938-mg-ta-q-type1938-mg-ta1936–1939: MG TA Midget1939-m-g-tb-midget-drophead-coupe1939–1940: MG TB Midget1945-mg-tc-drawing1945-mg-tc-midget1945-mg-tc-racer1945-mg-tc-red-midget1946-mg-tc-551-yud1948-mg-tc-at-the-imperial-palace-auto-collections-in-las-vegas1945–1950: MG TC Midget1953-mg-td-at-the-great-west-road-run-aust-bristol-england1953-mg-td-dutch-licence-registration-dl-03-981953-mg-td-voiturerouge-ronsenac-011950–1953: MG TD Midget1953-mg-tf-beautiful-patina-on-a-black-plate-car1954-mg-tf-12501954-mg-tf-frontwp1954-mg-tf-rearwp1954-mg-tf-roadster-a1954-mg-tf-roadster1954-mg-tf1955-mg-tf1953–1955: MG TF Midget1957-mg-a-cabriolet1957-mg-a16001957-mg-mga-coupe-hudson1958-mg-a-coupe1958-mg-a1959-mga-a1959-mga-b1960-mg-mga-in-rare-dove-gray1960-mg-mga-roadster1961-mg-a-twin-cam-11961-mg-mga-auto-classique1961-mga-16001962-mg-a-mkiimg-961-xuf-mgamg-a-1600-roadster-white-vrmg-mga-1600-coupemg-mga-1600-mk-ii-de-luxemg-mga-roadster-orange-julepmg-mga-rot-2mg-mga1600-mk2grille1955–1962: MG MGA1976-mg-midget-1500mg-midget-rwa1963-m-g-midget-1-1-litres1974-mg-midget-mk3mg-midget-concept1961–1979: MG Midgetmg-mgb-01-grey-rear1973-mg-mgb-roadster-a1964-70-mg-mgb-berlinette-by-jacques-coune-carrossier-of-belgium

OLYMPUS DIGITAL CAMERA

MG MGB

1973-mgb-tourer-fitted-with-factory-hardtop1965-mgb-lemans-c1965-mgb-lemans-b-x21965-mgb-lemans-a1966-mg-mgb-a1973-mgb-orange1966-mg-mgb-racer1966-mg-mgb-mk-ii-racermgb-gt1976-mg-mgb-gt-v81970-mgb-gt-racer1965-mg-mgb1965-mgb-mk11967-mg-mgb-gt1973-mgb-gt-sebring-style1979-mgb-gt-sebring-v81968-mg-mgb-mk-ii-with-removable-hardtop1970-mg-mgb-roadster1973-mgb-gt1971-mgb-gt1974-mgb-gt1972-mgb-gt1970-72-mgb-gt1973-mg-mgb-roadster

SONY DSC

MG MGB 78

mgb-gt-flickr-exfordy1973-mg-mgb-gt-v81966-mgb-gt-mk-i1972-mg-mgb-harvest-gold1975-mg-mgb-rubber-bumper-series1962–1980: MG MGBmg-mgc-gt-rearmg-mgc-gt1967–1969: MG MGC1976-mg-mgb-gt-v81979-mgb-gt-sebring-v81973-mg-mgb-gt-v81973–1976: MGB GT V81993-mg-rv8-3950cc-jun-19931992–1995: MG RV8mg-f-convertible

mg-f-mark-i1995–2002: MG F2007-mg-tfmg-tf-0012002-mg-tfmg-tf-160-interiour1995-mg-tf-blue-front2002–2005 and 2007–2009: MG TF

Subcompact cars1991-mg-metro-6r4-biturbo-willgollopwinningholjesin19911989-mg-metro-arp1985-mg-metro-turbo-012005-mg-metro-6r4-0022005-mg-metro-6r4-at-the-spirit-of-rally-20051982–1990: MG Metromg-zr-3door-in-italy-rear2006-mg-zr180-rear2003-mg-zr-1602003-mg-zr-105-le-mans2006-mg-zr180

 

 

 

 

 

MG Racing at Snetterton

MG Racing at Snetterton2001–2005: MG ZR 2013–Present:

2013-mg-3-cressing 2012-mg-3-xross-china 2010-mg-3-streetwise-in-a-showroom-in-china 2012-mg-3-ii-01-china

2016-mg3-2016-upgrade

MG 3

Compact cars (Small saloons)

1935-mg-k3-kn-magnette 1934-mg-1934-kn-ad 1932-35-mg-kn-magnette-saloon 1932-mg-kn-magnette 1934-mg-k-n-pillarless-magnette-saloon 1934-mg-kn-saloon-0 1935-mg-kn-magnette-pilllarless-saloon 1932-mg-kn-magnette-saloon-1932-35-mg-k-type-1-b 1934-mg-kn-magnette-pillar-less-saloon-was-a-six-cylinder-fast-touring-car 1934-mg-kn-q1933–1934: MG KN1972-bmc-ado16-amalgamated-drawing-office-project-number-161972 BMC ADO16 Amalgamated Drawing Office project number 16

mg-1100-white mg-1100-for-sale mg-11001962–1968: MG 11001969-mg-1300-mk-ii-two-door-saloon1967–1973: MG 1300

Midsize cars (Medium saloons)

1925-mg-14-28-mg-morris-oxford-4-seater

1925-mg-morris-oxford-4-seater-tourer-dvla-a 1925-mg-morris-oxford-4-seater-tourer-dvla 1926-michael-applebee-supersports-14-28-super-sports-model-approx-400-built-from-late-1924-to-late-1926-about-10-known-to-exist 1926-morris-oxford-rk-6284 1926-27-mg-14-28-flat-nose-model-approx-300-of-these-cars-were-built-from-late-1926-to-late-1927-about-10-exist1924–1927: MG 14/281927-mhv-mg-14-40-saloon 1927-29-mg-14-40-mk-4-approximately-490-were-built-from-late-1927-to-late-1929-about-21-are-known-to-exist-john-burton-car 1928-mg-sports-14-40-1v 1929-mg-1440-tourer-mkiv1927–1929: MG 14/40

mg-18-80-02 1930-mg-18-80-mkii-ad 1931-m-g-six-mark-ii-18-80-4-speed-with-body-by-carlton-carriage-co-built-for-university-motors-ltd-uk mg-18-80-belgium mg-18-80-1928-32 1930-mg-18-80-mk-1-speedmodel 1928-31-mg-18-80-m-g-six-mk-1-there-were-exactly-500-built-between-late-1928-and-mid-1931-and-about-33-are-known-to-exist-with-another-4-or-5-chassis-in-new-zealand-peper-harow-01 1929-33-mg-18-80-m-g-six-mk-11-there-were-236-built-between-late-1929-and-1933-about-27-are-known-to-exist-again-with-a-few-chassis-in-new-zealandagm-2014-02 1931-mg-18-80-six 1931-mg-18-80-4-door-sports-saloon1928–1933: MG 18/801939-mg-va-saloon-gr 1939-mg-va-saloon 1937-mg-va 1937-mg-va-saloon1937–1939: MG VA1947-mg-y-a 1947-mg-y 1952-mg-1%c2%bc-litre-series-yb-saloon 1950-mg-y-convertible

OLYMPUS DIGITAL CAMERA

MG Y

1947-51-mg-type-ya-saloon 1950-mg-y-convertible 1952-mg-yb-saloon1947–1953: MG Y-type1955-mg-za-magnette-n 1957-mg-za-magnette-1489cc 1957-mg-zb-magnette 1958-mg-zb-rear 1958-mg-zb mg-za-magnette1953–1956: MG Magnette ZA + 1956–1958: MG Magnette ZB

1959-mg-magnette-3 1959-mg-magnette-mk3 1959-mg-magnette-mk3a1959–1961: MG Magnette Mk. III1966-mg-magnette-mk-iv1961–1968: MG Magnette Mk. IVaustin-maestro-campervan-front 1986-mg-maestro-efi-this-car-had-a-115bhp-2-0-litre-efi-engine 1992-austin-maestro-2-0-turbo-diesel-clubman-rover-maestro 1983-austin-maestro 1999-austin-maestro-oxford-frontquarter 1985-mg-maestro-20-efi 1985-mg-maestro1983–1991: MG Maestro1988-the-last-mg-montego-at-the-british-heritage-motor-centre-in-gaydon 1993-rover-montego-estate-2-0i-countryman 1990-rover-montego-1-6lx 1988-mg-montego-burrells-walk 1984-austin-montego-countryman mhv-austin-montego-01 1984-austin-montego-gold 1985-mg-montego-02-2000-efi 1985-mg-montego1985–1991: MG Montego2006-mg-zs-btcc-collard

hp photosmart 720

mg zs

2004-05-mg-zs-180-sedan-16775855208 2004-mg-zs180-saloon-facelift 2002-mg-zs-120-hatchback 2003-mg-zs-180-super-saloon 2003-mg-zs-180-saloon mg-zs-mk2-with-full-bodykit2001–2005: MG ZSmg-6-btcc-2014 mg-6-magnette-sedan mg-6-sedan-2 2011-mg-6-1-8-dvvt-15686396267 2010-mg-6-china mg-6-f2011–Present: MG 62012-mg-5-02-china 2012-mg-5-01-china2012–Present: MG 5

Full-size cars (Large saloons)1938-mg-sa-british-marques-oxnard-ca-aug-9-2009 1937-mg-sa-tickford-drop-head-coupe 1936-mg-sa-charlesworth 1938-mg-sa-rvr 1938-mg-sa-fvr2 1939-mg-sa-saloon-cdu-188 1938-mg-sa-fvl-2-3-litre-six-cylinder-4-door-4-seater-4-light-sports-saloon1936–1939: MG SA1939-mg-wa-2-6-litre-sports-saloon 1938-mg-wa-saloon

1939-mg-wa-tickford-cabriolet 1939-mg-wa-tickford-cabriolet-dvla-first-registered-21-april-1939-2687-cc 1039-mg-wa-tickford-cabriolet1938–1939: MG WA2003-mg-zt-t-became-the-worlds-fastest-non-production-estate-in-2003 2003-mg-zt-t-190-estate-australia 2001-04-mg-zt-sedan-silver-rear 2003-mg-zt-t190-station-wagon-012001–2005: MG ZT2008-mg-7-black2007–2013: MG 7

Supercars

217, 50, 260, 1, 1, 476

2005 MG XPower SV AMI

mg-xpower-sv-rear2002–2005: MG XPower SV

Racing cars

1928-32-mg-18-100 1930-m-g-18-100-tigress-a 1930-m-g-18-100-tigress 1930-mg-18-100-mk-iii-tigress mg-18-100-07 mg-18-100-11 mg-18-100-041930–1931: MG 18/100 “Tigress”1934-mg-q-type-1100cc-supercharged-engine1934: MG Q-type1935-mg-r-type-mg-car-club-wester-new-york-centre mg-midget-r-type 1935-mg-rtype 1935-mg-r-27 1935-mg-r-racetype 1956-mg-r-type-x2x mg-r-vintageautophotodec-2011-138 1935-mg-midget-r-type-frame1935: MG R-type

Concept cars

1985-mg-exe-prototype-heritage-motor-centre-gaydon-2 1985-mg-exe-prototype-heritage-motor-centre-gaydon-rear1985: MG EX-E

Vansmini-metro-as-panel-van-ca-19921980s: MG Metro vanmg-express-hssv-high-speed-service-van

mg-express-122003–2005: MG Express

SUVs2013-mg-cs 2015-mg-gs-02-china 2015-mg-gs-suv-2015 2015-mg-gs 2016-mg-igs-0032015-present: MG GS

Notes

  1. Jump up^ The M.G. Car Company Limited, incorporated 21 July 1930. Dissolved 15 June 2010. Company No. 00249645

References

  1. Jump up^ Adams, Keith. “MG: A potted history”. AROnline. Retrieved 9 May 2011.
  2. Jump up^ Wolseley And M.G. Companies. The Times, Friday, Jun 14, 1935; pg. 20; Issue 47090.
  3. Jump up^ Bristow, Grahame (2002). Restoring Sprites and Midgets. Brooklands Books. p. 5.
  4. Jump up^ Motor Sport, February 1932, Pages 168, 171.
  5. Jump up^ Smith, Craig S. (2007-03-13). “The Classic British Sports Car From China”. The New York Times. Longbridge. Retrieved 2012-03-17.
  6. Jump up^ MG? Not In America! Auto Trends, September 2, 2008. Retrieved September 7, 2008.
  7. Jump up^ http://www.mgnuts.com/mgname/
  8. ^ Jump up to:a b c d e f Green, Malcolm (1997). MG Sports Cars. Godalming, UK: CLB. ISBN 1-85833-606-6.
  9. Jump up^ Jenkins, Stephanie. “Old Morris Garages, 21 Long Wall Street”. Oxford History. Retrieved 18 June 2016.
  10. Jump up^ Motor Sport, December 1930, Page 80.
  11. Jump up^ “Leyland builds the last MG”. Retrieved 2011-11-08.
  12. Jump up^ [7][8]
  13. Jump up^ [9]
  14. Jump up^ [10]
  15. Jump up^ [11][12]
  16. Jump up^ [13]
  17. Jump up^ [14]
  18. ^ Jump up to:a b c Culshaw, David; Horrobin, Peter (2013) [1974]. “MG”. The complete catalogue of British Cars 1895 – 1975 (Paperback ed.). Poundbury, Dorchester, UK: Veloce Publishing. pp. 212–213. ISBN 978-1-874105-93-0. Retrieved 2013-12-06. The TC Midget was … announced in 1945, and its successor, the TD of 1950, though at first received with horror by enthusiasts on account of its specification, which actually included independent front suspension and even bumpers, is now … revered and sought after…. The last of the traditionally-styled MGs, the TF, came in 1953 and was built in both 1 14– and 1 12– litre form.
  19. Jump up^ “Smokey Cook Career Statistics”. Racing-Reference.info. Retrieved 2011-01-06.
  20. Jump up^ “MG makes a return to racing”. The Telegraph. 25 January 2012. Retrieved 25 January 2012.
  21. Jump up^ “MG WINS FIRST BRITISH TOURING CAR CHAMPIONSHIP MANUFACTURER TITLE”. MG Motor UK. 14 October 2014. Retrieved 14 October 2014.
  22. Jump up^ “MANUFACTURER – CONSTRUCTOR STANDINGS”. BTCC. Retrieved 30 October 2015.
  23. ^ Jump up to:a b “Austin Rover Online”. Austin-rover.co.uk. Retrieved 2011-01-06.

External links

MG Motor

This article is about the current manufacturer of the MG automobiles. For the marque and the original manufacturer pre-2005, see MG Cars.
MG Motor UK Limited
Subsidiary
Industry Automotive
Founded 2006
Headquarters Longbridge, Birmingham,United Kingdom
Key people
William Wang (Managing Director)
Products Automobiles
Brands MG (Introduced 1923)
£15.7 million (2012)
-£4 million (2012)
Owner SAIC Motor
Number of employees
Approx 540
Parent SAIC Motor UK
Website mg.co.uk

MG Motor UK Limited (MG Motor) is a Chinese car manufacturing company headquartered in Birmingham, United Kingdom, and a subsidiary of SAIC Motor UK, which in turn is owned by the Shanghai-based SAIC Motor. It designs, develops, assembles and markets cars sold under the MG marque. The marque returned to competitive motorsport in 2012, and won the 2014 British Touring Car Manufacturers Championship.

History

Following the collapse of MG Rover in 2005, the Chinese automaker Nanjing Automobile acquired the Longbridge plant and the MG marque for GB£53 million (US$97 million). Nanjing Automobile formally established NAC MG UK Limited as a holding company for the plant and marque on 12 April 2006. In March 2007, Nanjing Automobile unveiled the first MG vehicles manufactured in China, the MG TF, MG 3 and MG 7.

Assembly of cars restarted at Longbridge in August 2007, with production of the MG TF LE500.

In 2007, Nanjing Automobile was acquired by SAIC Motor, and in early 2009 NAC MG UK Limited was renamed MG Motor UK Limited.

The first all-new model from MG for 16 years, the MG6, was officially launched on 26 June 2011 during a visit to MG Motor’s Longbridge plant by Chinese premier Wen Jiabao. This car was imported briefly into the UK, but it was not a sales success and was withdrawn from sale in 2016.

By March 2012, SAIC had invested a total of £450 million in MG Motor. Sales in the UK totalled 782 vehicles in 2012.

The MG3 went on sale in the United Kingdom in September 2013.

MG Motor was voted third place for the ‘Best Manufacturer’ category in the Auto Express 2014 Driver Power survey. 2014 also saw MG celebrated its 90th birthday. MG enjoyed further celebrations with a record-breaking year that saw the company lead UK car industry growth in 2014. The brand’s sales rose by 361% during 2014 part thanks to the introduction of the MG3 to the product range, with a total of 2,326 cars sold in the UK.

Operations

mg-motor-uk-hq-saic-uk-technical-design-centreMG Motor UK HQ – SAIC UK Technical & Design Centre.

mg-london-piccadilly-showroomMG Piccadilly

MG Motor operates the historic Longbridge plant. Currently the majority of MG vehicles sold in Europe are principally manufactured in China before being shipped to Longbridge as semi-knock-down kits for final assembly. There is also a major research and development facility at the Longbridge site which employs around 500 people.
MG announced in 2015 that it will open a GB£30million flagship dealership in the heart of London’s Piccadilly. MG Piccadilly opened in July 2015. Its location is 47-48 Piccadilly, London(opposite Fortnum & Mason).

Products

Current

Currently the majority of MG vehicles are principally manufactured in China. For the UK market, vehicles are shipped to Longbridge for final assembly. Since the merger of NAC with SAIC, some MG models have Roewe-badged equivalents.

MG GS

2015-mg-gs-01-china-2015-04-08MG GS

Main article: MG GS

The MG GS is MG’s first production SUV launched in 2015, with sales in the UK commencing June 2016. The MG GS starts at £14995, with a 1.5 liter turbo petrol engine delivering 166 PS and 250NM Torque. The top of the range model also comes with the option of a 7 speed automatic transmission.

MG 6

Main article: MG 6

2015-mg6-facelift-ukMG6 2015 Facelift.

The MG 6 hatchback was announced in April 2009. It is based on the Roewe 550.

The MG6 went on sale in Europe in May 2011. The model is assembled at Longbridge using complete knock-down kits produced in China.

The MG6 GT received mixed reviews, although the initial one engine choice (1.8 litre petrol) received some criticism. A 1.9 diesel engine was added in December 2012. It has also had mixed reviews from some in the media as regards the quality of the lower dash plastics though reviewers say the drive and handling make up for it.

A saloon version of the MG6, the MG6 Magnette, went on sale in July 2011 after making its debut in June 2011.

The MG6 won the What Car? 2012 Security Award. In the Auto Express Driver Power survey in 2014 it won the ‘Best Handling Award’ and came 6th overall in the ‘Best Car to Own’ category. In 2016 the MG6 won 3 awards: Auto Express Driver Power Best Family Car Bronze Winner, Auto Express Driver Power Road Handling Silver Winner and The Caravan Club Tow Car of the year class winner under £17500.

The MG6 Facelift was launched in 2015, with an updated look, improved interior design including EPB. Enhancements were also made including a 75 kg (165 lb) reduction in weight to assist in reducing the emissions and improving fuel economy.

The MG6 was withdrawn from sale in the UK in 2016.

MG 5

Main article: MG 5

2012-mg-5-2-auto-chongqing-2012-06-072012-mg-5-01-china2012-mg-5-02-chinaThe MG5

The MG 5 was originally unveiled at the 2011 Shanghai Auto Show as a concept model. It is a FordFocus sized hatchback using the same base as the Roewe 350. It was released for sale in China in 2012 but has never been exported to the UK.

MG 3

Main article: MG 3

2013-mg-3-cressing-2013An MG3.

In 2010, MG unveiled the all new MG 3, which was shown in concept car form as the MG Zero. The car was initially launched in China with a choice of 1.3L or 1.5L petrol engines, and underwent a facelift in 2013, with sales in the UK following in September 2013.
During 2014 MG Motor UK was the fastest growing brand in Britain as shown by official figures issued by the Society of Motor Manufacturers and Traders. Currently MG has the fastest growing network of dealers in the UK.
The MG3 was voted the 10th ‘Best Car To Own’ in the Auto Express Driver Power survey 2015.

Concepts

MG Icon

MG unveiled the MG Icon concept car at the Beijing Auto Show in 2012.

MG CS

Main article: MG GS

2013-mg-csThe MG CS concept car on display at Auto Shanghai 2013

The MG CS is a SUV concept that was unveiled at the Shanghai Motor Show 2013. The CS previews MG’s first production SUV. The design team was led by MG’s Global Design Director, Anthony Williams-Kenny.

MG EV

The MG EV concept car was unveiled in 2014 based on the Roewe E50 to celebrate the marque’s 90th anniversary. The EV has a claimed acceleration 0-50 kph – 5.3 seconds and 0–100 km/h – 14.6 seconds with a top speed – 130 km/h. The LFP battery generates 52 kW and working in conjunction with the regenerative braking system enables a range of over 100 km. The battery retains more than 80% capacity after 2,000 charging cycles, equivalent to approximately ten years of typical use. The battery takes six hours to fully charge on a standard charge (220–240V), while a fast charge (380–400V) takes just 30 minutes.

mg-ev-conceptMG EV.

MG3 Trophy

MG unveiled the MG3 Trophy Championship concept car at the MG90 event at Silverstone in June 2014.

The MG3 Trophy Championship concept, based on the current MG3 production vehicle platform and created to highlight in-house engineering, design and calibration capabilities by SMTC UK at Longbridge, continues the MG tradition of club racing.

mg3-trophyMG3 Trophy.

The racing concept was created solely by a team of engineers, managed by Vehicle Engineering Specialist Adrian Guyll, and based at SAIC Motor’s European Design and Technical Centre (SMTC), located alongside MG Motor UK at the Longbridge site in Birmingham.

Former

MG TF

Main article: MG F / MG TF

The MG TF brand was relaunched in Britain during 2007. An updated MG TF model produced in a limited edition of 500, called the TF LE500, was assembled at the Longbridge plant by NAC MG UK. This was followed by a TF 135 model and a further limited edition TF 85th Anniversary, of which only 50 were produced. Production of the TF at Longbridge was suspended again in October 2009 and finally ended in March 2011. MG have said that they will first concentrate on building passenger cars, and have not given a release date for the TF’s successor.

MG3 SW

Main article: MG3 SW

The MG3 SW, a car similar to that of the Rover Streetwise, was sold in China between 2008 and 2011.

Sales numbers

Calendar Year UK sales
2008 133
2009 374
2010 282
2011 363
2012 782
2013 504
2014 2326
2015 3152

Motorsport

mg-triple-eight-btcc-cars-2012-to-2014

MG / Triple Eight British Touring Cars 2012 – 2014.

In January 2012, MG Motor announced that it would enter the 2012 British Touring Car Championship through the newly established MG KX Momentum Racing team. In its debut season the team ran two MG6s driven byJason Plato and Andy Neate. Jason ended the season in third place, with the car yet to find its foot in wet conditions.

images-of-the-2015-mg-triple-eight-race-car-liverysMG / Triple Eight British Touring Cars 2015.

The team returned in 2013 with Sam Tordoff driving, who performed well in his debut year having joined through the KX Academy scheme. Plato once again came third, with Tordoff sixth.

2016-mg-triple-eight-british-touring-car-2016MG / Triple Eight British Touring Cars 2016.

In 2014, MG won the Manufacturer’s Championship to break Honda’s four-year reign. After just three years of competition, the MG6 GT sealed the title by 95 points at the season finale at Brands Hatch.

Drivers Plato and Tordoff racked up seven wins and 20 podiums in the 30-race calendar. Plato finished the Driver’s Championship in second place, behind Colin Turkington, while Tordoff finished seventh. The 2014 season also saw a third MG6 GT was on the grid, driven by Marc Hynes. Also maintained by Triple Eight but in a new livery which didn’t resemble the other two MG cars. Hynes finished his debut season in 18th.

For the 2015 campaign MG fought to regain the Manufacturers / Constructors title with a new driver line up. 2013 Champion Andrew Jordan and young gun Jack Goff pair up in the MG6 to fight against Honda, BMW and Infiniti for the title. MG finished 2nd in the Manufacturers / Constructors title challenge, with Andrew and Jack in 5th and 9th respectively in the drivers standings.

MG announce a new three-year contract extension with Triple Eight Racing for the 2016 BTCC campaign. The team plan was to bring in young and up-and-coming drivers with an intention to grow its own champion over the duration of the contract. Josh Cook, a former 2014 Renault UK Clio Cup Vice-Champion, and BTCC 2015 Jack Sears Trophy winner(award for the top rookie) and Ashley Sutton, graduating to BTCC after leaving the Renault Clio Cup as reigning 2015 champion, were announced as the new line up for MG.

References

  1. ^ Jump up to:a b c d “China ‘can get MG back up to speed'”. Birmingham Mail. 20 October 2013. Retrieved 20 October 2013.
  2. Jump up^ “New lease of life for Longbridge”. BBC. 2006-02-22. Retrieved2009-07-26.
  3. ^ Jump up to:a b “Nanjing Auto Rolls Out First `Made-in-China’ MG Cars”. Bloomberg. 27 March 2007. Retrieved 3 May 2012.
  4. Jump up^ “Production resumes at Longbridge”. BBC. 2008-08-01. Retrieved2009-07-25.
  5. Jump up^ “SAIC merges with Nanjing”. CAR Magazine. Bauer Media. 2007-12-28. Retrieved 2009-07-26.
  6. Jump up^ “Longbridge workers laid off”. Birmingham Post. 2009-01-21. Retrieved2009-07-26.
  7. Jump up^ “China’s £1bn business deal with UK”. The Telegraph. 26 June 2011. Retrieved 4 March 2012.
  8. Jump up^ “China’s premier promotes Sino-UK trade synergies”. Reuters. 26 June 2011. Retrieved 4 March 2012.
  9. Jump up^ “Chinese owners plan more investment into MG Motor UK at Longbridge”. The Birmingham Post. 24 May 2012. Retrieved 1 August2012.
  10. Jump up^ “2012 new car market tops two million units, a four-year high”. SMMT. 7 January 2013. Retrieved 21 January 2013.
  11. Jump up^ “MG3 review”. The Telegraph. 4 September 2013. Retrieved20 October 2013.
  12. Jump up^ “MG 3 UK first drive review”. Autocar. 4 September 2013. Retrieved20 October 2013.
  13. Jump up^ “Best car manufacturers 2014”. Auto Express. 30 April 2014. Retrieved9 February 2015.
  14. Jump up^ “MG records 361 per cent growth in UK registrations during 2014”. AR Online. 7 January 2015. Retrieved 9 February 2015.
  15. Jump up^ “New £5m MG design studio unveiled at Longbridge site”. BBC News. 15 June 2010. Retrieved 29 July 2011.
  16. Jump up^ “MG opens four more dealerships including flagship central London outlet”. Birmingham Post. 2 April 2015. Retrieved 30 April 2015.
  17. Jump up^ “MG unveils new super-mini at Longbridge”. Express & Star. 12 June 2013. Retrieved 11 October 2013.
  18. Jump up^ Holloway, Hilton (2009-04-20). “MG6 to go on sale in the UK”. Autocar. Retrieved 2009-12-02.
  19. Jump up^ “China-Developed MG6 Will Be Built in U.K.”. Edmund’s Inside Line. 2009-11-23. Retrieved 2 December 2009.
  20. Jump up^ “Magnette’s back as MG 6 saloon”. Auto Express. 10 June 2011. Retrieved 3 May 2012.
  21. Jump up^ “MG6 Magnette TSE review”. Autocar. 7 June 2011. Retrieved 3 May2012.
  22. Jump up^ “Shanghai motor show: MG5 Concept”. The Telegraph. 19 April 2011. Retrieved 29 July 2011.
  23. Jump up^ “MG’s Focus rival unveiled in Shanghai”. Auto Express. April 2011. Retrieved 29 July 2011.
  24. Jump up^ Bird, Guy (2008-08-29). “MG TF LE500 (2008) CAR review”. CAR magazine. Retrieved 2 December 2009.
  25. Jump up^ “Press Report : MG making 85th Anniversary model at Longbridge”.http://www.aronline.co.uk. AROnline. 2009-08-14. Retrieved 2 December 2009.
  26. Jump up^ “BBC News: No car production ‘until spring'”. news.bbc.co.uk. BBC. 2009-10-17. Retrieved 2 December 2009.
  27. Jump up^ “MG ‘wants a new sports car'”. Autocar. 23 March 2011. Retrieved2011-03-26.
  28. Jump up^ “MG makes a return to racing”. The Telegraph. 25 January 2012. Retrieved 25 January 2012.
  29. Jump up^ “MG WINS FIRST BRITISH TOURING CAR CHAMPIONSHIP MANUFACTURER TITLE”. MG Motor UK. 14 October 2014. Retrieved14 October 2014.

External links

Posted in AC CARS, Arnolt, Austin, Austin Healey, BMC, BMW, British Aerospace, British Leyland, British Motor Holdings (BMH), China, DaimlerChrysler AG, De Tomaso, England, Lotus, MG, MG Morris Garages, MG Motor UK Limited (MG Motor), NAC MG, Nanjing Automobile Group, Pininfarina, Qvale, Qvale Mangusto, Racecars, Riley, Rover, Rover Group, SAIC Motor, UK, United Kingdom, Vanden Plas, William Morris, Zagato | Tagged , , | Leave a comment

FARMAN Aircrafts and Automobiles

Farman nn

Farman Aviation Works and Automobiles 1908-1936 Châteaufort, Yvelines, France

1925 Mascotte de bouchon de radiateur en hommage au pilote Alberto Santos-Dumont, de Farman A6B Coupé de Ville Million-Guiet

 1925-logo-farman

Avions Farman
Industry Aeronautics, defence
Fate Merged
Successor Société Nationale de Constructions Aéronautiques du Centre (SNCAC)
Founded 1908
Founder Dick Farman, Henri Farman and Maurice Farman
Defunct 1936
Headquarters Châteaufort, YvelinesFrance
Products Aircraft
1913 Close-up view of Henri Farman seated at the controls of one of his biplanes circa.1913Henri Farman on September 21, 1913 in France

Far­man Avi­a­tion Works (French: Avions Farman) was a French air­craft com­pany founded and run by the broth­ers Richard, Henri, and Mau­rice Far­man. They de­signed and con­structed air­craft and en­gines from 1908 until 1936; dur­ing the French na­tion­al­iza­tion and ra­tio­nal­iza­tion of its aero­nau­ti­cal in­dus­try, Far­man’s as­sets were as­signed to the Société Na­tionale de Con­struc­tions Aéro­nau­tiques du Cen­tre (SNCAC).

In 1941 the Far­man broth­ers reestab­lished the firm as the “Société Anonyme des Usines Farman” (SAUF), but only three years later it was ab­sorbed by Sud-Ouest. Mau­rice’s son, Mar­cel Far­man, reestab­lished the SAUF in 1952, but his ef­fort proved un­suc­cess­ful and the firm was dis­solved in 1956.

Lost Marques Farman

The Far­man broth­ers de­signed and built more than 200 types of air­craft be­tween 1908 and 1941. They also built cars until 1931.

Background

In 1907, Henry Far­man bought his first air­craft from the Voisin; and soon he began to im­prove its de­sign of the air­craft, as a re­sult it was known as ei­ther1907 Voisin-Farman IFar­man I or Voisin-Far­man I. In 1908, after fur­ther mod­i­fi­ca­tions which in­cluded re-cov­er­ing it with ‘Con­ti­nen­tal’ rub­ber­ized fab­ric and ad­di­tion of side-cur­tains, the air­craft was re-des­ig­nated Far­man I-bis. Ailerons were fit­ted after Wilbur Wright’s fly­ing demon­stra­tion at Le Mans in Au­gust 1908.

A sec­ond air­craft, to be called Far­man II, was built by the Voisin broth­ers in­cor­po­rat­ing de­sign re­fine­ments to Far­man’s spec­i­fi­ca­tion. Voisin sold this air­craft to J.T.C. Moore-Brabazon, who ex­ported it to Eng­land, where it was re­named

1909 John Moore-Brabazon in his Voisin Bird of Passage in 1909the Bird of Passage. This episode an­gered Far­man, who in early 1909 ended his as­so­ci­a­tion with Voisin and started build­ing his own aircraft.

Air­craft de­signed and built by Henry Far­man had a HF pre­fix, while ex­am­ples de­signed and built by his brother Mau­rice car­ried a MF prefix.

List of aeroplanes

1910 Farman III Bundesarchiv Bild 183-R37016, Berlin-Johannisthal, Flugzeuge
 Farman III in flight, Berlin 1910
1912 Biplane Maurice Farman 7 Longhorn Preveza
 MF.7 Longhorn, Preveza 1912 1912 Biplane Maurice Farman 7 Longhorn Preveza.jpg
1915 Farman Shorthorn MF11
 MF.11 Shorthorn 1915 1915 Farman Shorthorn MF11.jpg
1919 Farman-goliath
 Farman F.60 Goliath 1919
1909 Farman III Louis Paulhan flying with Mrs. Dick Ferris in his Henry Farman biplane, at the Dominguez Field Air Meet, Los Angeles, January 1910(CHS-5602)
1909 Farman III Louis Paulhan flying with Mrs. Dick Ferris in his Henry Farman biplane, at the Dominguez Field Air Meet, Los Angeles, January 1910(CHS-5602)
1910 Maurice Farman's 1910 biplane 1915 Farman MF7 Longhorn 1915 Farman Shorthorn MF11
1912 Biplane Maurice Farman 7 Longhorn Preveza
1913 Farman HF.14 at Deauville in 1913 configured as a FloatplaneFarman HF.14 – two-seat floatplane (1912)
1912 Farman HF.20 Henry Farman Biplane-Jul 1912
1912 HF.20 biplane at Nicopolis airfield, near Preveza, in December 1912 IAN 2332
HF-20 of the Swiss Air Force during the First World War
Farman HF.20 – reconnaissance biplane (1913)
Farman F.30+40 Horace Russian Farman F30 f30 Farman F.30-F.40 Russia (White Guards)
Farman F.30 – two-seat military biplane (1915)
1916 farman-f40-01z Portuguese Farman F.40 in Mozambique, during the East African Campaign of World War I
Belgian farman f40 f41 17 Farman MF30-MF40-iFarman F.40 (1915) – single-engined reconnaissance aircraft
Farman-HF-30-002a
Farman-HF.30Farman HF.30 – fighter biplane (1916)
Farman 31 202-1Farman F.31 – fighter prototype (1918)
1920's Farman F.50, Mexican Air Force, 1920s.
1918 Farman F.50 at the Air Service, United States Army Air Service Production Center No. 2, Romorantin Aerodrome, France
Farman 50 Bn.2 two seat twin engine night bomberFarman F.50 – biplane bomber (1918)
Farman GoliathCSA Farman F-60 Goliath 1935 French bomber Farman F-68BN4 Goliath of the Polish Air Force. Crash of a Farman F.60 Goliath in Valenciennes F-AEEE Goliath farman Goliath Farman coleurs Le Goliath vu en face FarnamFarman F.60 Goliath bomber/airliner, development of the F.40 (1919)
Farman F.168 Tor.4 Goliath f60-9farman 168 14 Farman F.60 Torp – torpedo carrying floatplane version (1920s)
Farman F 455 Super Moustique, Musée de l'Air et de l'Espace, Le Bourget, ParisFarman Moustique – sports, touring aircraft (1919)
Farman FF 65 SportFarman Sport – sports, touring biplane (1919)
1923 Farman B.2 - ФранцияFrance
Farman B2 762-3 farman b2-iFarman B.2 – light day bomber biplane (1920s)
Farman BN 4 a
farman bn4Farman BN.4 – long-range night bomber biplane (1922)
Farman F.80 1012-19-2-1Farman F.80 – basic training biplane (1921)
Farman F-90 - 906_002 Farman F-90 Farman F-90 - Transport civilFarman F.90 – passenger transport aircraft (1921)
Farman F.110 card Farman F-110 orig Farman F.110 являлся Farman F.110 A2
Farman F.110 – artillery observation biplane (1921)
Farman F.51 086 001 Farman F.51 large Farman F.51
Farman F.51 – maritime reconnaissance flying boat (1922)
Farman, F-AHAF, 3 Motoren (F), Typ Sabiron am Boden(F.120) Farman F.120 2a Farman F.120 FARMAN F.120 JABIRU
Farman F.120 – 4-engined bomber/airliner (1923)
Farman_F.140_Super_Goliath
Farman-F140-Super-Goliath-Aircraft-D1Farman F.140 Super Goliath – heavy night bomber (1924)

Farman F.160 A.2 770-1
1924 Farman F.160 A.2 Farman A.2 – observation monoplane (1924)
Farman F-130 T - Transport civilFarman F.130 – long-range night bomber (1925)
1925 Farman F.170 Jabiru F170-2 1925 Farman F.170 Jabiru F-AIBR 1925 Farman F171 Jabiru 1926 Farman F.170 Jabiru 8 pass. carrying plane Farman F.170 Jabiru – single-engined airliner (1925)
Farman F.150Farman F.150 – day bomber biplane (1926)
Farman F.160 A.2 770-1
Farman f160-i Farman F-160aFarman F.160 – torpedo bomber floatplane (1928)
Die Eröffnung der II. Internationalen Luftfahrt -Ausstellung in den Ausstellungshallen am Kaiserdamm in Berlin1 Blick in die Halle der ausländischen Flugzeuge auf der "ILA". Im Vordergrund das neueste französische Farman-Gross-Flugzeug für mehr als 30 Passagiere eingereichtet.

Die Eröffnung der II. Internationalen Luftfahrt -Ausstellung in den Ausstellungshallen am Kaiserdamm in Berlin1 Blick in die Halle der ausländischen Flugzeuge auf der “ILA”. Im Vordergrund das neueste französische Farman-Gross-Flugzeug für mehr als 30 Passagiere eingereichtet.Farman F.180 – airliner biplane (1928)

1928 Farman F.190 SkicaFarman F.190 – civil utility aircraft (1928)

Farma F.200-201 Farman F.200Farman F.200 – civil utility aircraft (1929)Farman F.230 - F.350 67-1 Farman F.230Farman F.230 – touring aircraft (1930)1931 Farman F.250 433 3Farman F.250 – passenger transport aircraft (1931)Farman F.280Farman F.280 – mail plane (1931)1934 Airplane Card Farman F 211 France French AirFarman F.211 – day/night bomber aircraft (1932)

Farman F.220-224 - bomber 1934 Farman F.220BFarman F.220 – 4-engined high-wing heavy bomber (1932)FARMAN F.1000 a Farman F.1000Farman F.1000, F.1001 & F.1002 single-engined, pressurised, high altitude research aircraft (1932-5)1932 Farman F.1010 s-2857 Farman F.1010Farman F.1010 – experimental cannon carrier aircraft (1933)

1934 AILES 1934 664 BLOCH 200 MUREAUX 170 LATE-300 POOL AILE VOLANTE FARMAN F-1020

Farman F.1020 3 Farman F.1020Farman F.1020 – experimental aircraft (1933)Farman F.270

Farman-F270-And-F271-Aircraft-D1Farman F.270 – bomber/torpedo bomber floatplane version (1934)

Farman F.306 Skica

Farman F.300

Airport Malmö Bulltofta BUA, Junkers is getting refuelled at Bulltofta Airport, Malmö, 1920s or 1930s.

Airport Malmö Bulltofta BUA, Farman F.300 is getting refuelled at Bulltofta Airport, Malmö, 1920s or 1930s. Farman F.300 – airliner (1930)

Farman F.370 F 230-12 1933 Farman F 370 230-08Farman F.370 – single-seat racing aircraft (1933) Farman F.380 – single-seat racing aircraft (1933)1934 Farman F.402 of the Spanish Republican Air ForceFarman F.400 – four-seat cabin monoplane (1934)FARMAN F.420b FARMAN F.420aAvion Farman F420Farman F.420 – multi-role aircraft (1934)Farman F-354-Spanish Republican Air ForceFarman F.430 – light transport aircraft (1934)Farman F.460 AlizéFarman F.460 Alize – training, touring aircraft (1930s)Farman F-480 'Alizé' Farman F.480 AlizéFarman F.480 Alize – training, touring aircraft (1936)Farman-SNCAC NC.470 1012-23-2-2 Farman NC 470 04610 Farman NC 470 Farman NC.470 a Farman NC.470 Farman NC.470 sncac nc-470 Farman NC.470 ln10-1Farman NC.470 – six-seat trainer and coastal reconnaissance floatplane (1938) Farman NC.471 – six-seat trainer and coastal reconnaissance floatplane (1938)1956 Farman F.500 Farman F.500 Monitor IFarman F.500 – two-seat trainer aircraft (1952)

Cars

Farman A 6 1923 schräg1923 Farman A 6.
Corre-1903-Ardennes-400 Maurice Farman Panhard 1903 Maurice Farman - Panhard. Corre-circuit-1903-800 1903 mr063 MOTOR RACING 1903 Panhard Levassor Farman Paris motorsport car photo
Farman 12 CV (Panhard)(1902)
Farman A 6 1923 schräg Farman A 6 (1919–1923)
farman-a-6-b
Farman A 6 B (1923–1927)
1927-farman-nf-1-6cyl126cv-7-065cc-135km-pu 1927-farman-type-nf 1927-28-farman-type-nf 1927-29-farman-nf1-1927-1929-nf1-13 1928-farman-limousine-nf-1-126cv-7065cc-130kmh-inv-24021 1928-farman-limousine-nf-1-126cv-7065cc-130kmh-inv-24022 1928-farman-limousine-nf1-1928 1928-farman-nf-limousine 1928-farman-nf-schragFarman NF (1927–1929)
1930-farman-nf2-coupe-chauffeur-1930
Farman NF 2 (1929–1931)

See also

References

Notes

  1. ^ Claude Rouxel, Laurent Friry & Sébastien Faures. Farman De l’aviation à l’automobile, Ed. Etai, ISBN 9782726897478
  2. ^ Opdycke 1999, p. 264.
  3. ^ “Brab’s” First Flights, Flight, 28 May 1964, p. 895.
  4. ^ Walter J. Boyne. Air Warfare An International Encyclopedia, ABC-CLIO,INC , ISBN I-57607-345-9
  5. ^ Green & Swanborough, page 201
  6. ^ Green & Swanborough, pages 201 and 202

Bibliography

  • Green, William; Gordon Swanborough. The Complete Book of Fighters. Godalming, UK: Salamander Books. pp. 201, 202.
  • Opdycke, Leonard E. French Aeroplanes Before the Great War Atglen, PA: Schiffer 1999 ISBN 0-7643-0752-5

1925 Farman A6B Coupé de Ville Million-Guiet logo-embleem

1924 Ad Print Farman Auto Cabriolet 40 HP 6 cylindres

Farman nn

6368.Aero club de flanders.Heri farman.plane over town.POSTER.Home Office art

0 1874-58-henri-farman-french-aviator-and-aircraft-constructor 1903-corre-ardennes-400-maurice-farman-panhard 1903-maurice-farman-panhard-corre-circuit-1903-800 1903-maurice-farmann-lcircuit-de-nord-a-alcohol 1903-mr063-motor-racing-1903-panhard-levassor-farman-paris-motorsport-car-photo 1904-circuit-des-ardennes-weigh-in-at-bastogne-with-henry-farman 1907-voisin-farman-i 1909-farman-iii-louis-paulhan-flying-with-mrs-dick-ferris-in-his-henry-farman-biplane-at-the-dominguez-field-air-meet-los-angeles-january-1910chs-5602 1909-john-moore-brabazon-in-his-voisin-bird-of-passage-in-1909 1910-farman-iii-bundesarchiv-bild-183-r37016-berlin-johannisthal-flugzeuge 1910-maurice-farmans-1910-biplane 1912-biplane-maurice-farman-7-longhorn-preveza 1912-farman-hf-20-henry-farman-biplane-jul-1912 1912-henri-farman-hf-22-hydro 1912-hf-20-biplane-at-nicopolis-airfield-near-preveza-in-december-1912-ian-2332 1913-close-up-view-of-henri-farman-seated-at-the-controls-of-one-of-his-biplanes-circa-1913 1913-farman-hf-14-at-deauville-in-1913-configured-as-a-floatplane 1913-farman-mf-11-shorthorn-drawing 1913-maurice-farman-mf-11-shorthorn 1914-32-farman_mf11-s 1914-farman-90-2 1914-maurice-farman-mf-11-shorthorn-type-1914-ww1-biplane-aircraft-postcard-4apc03 1915-32-farman_mf11-2 1915-farman-mf7-longhorn 1915-m-farman-mf11-shorthorn 1915-maurice-farman-mf-11-shorthorn-musee 1915-maurice-farman-mf-11-shorthorn 1916-farman-f40-01z-portuguese-farman-f-40-in-mozambique-during-the-east%e2%80%85african%e2%80%85campaign-of-world-war-i 1918-farman-f-50-at-the-air-service-united-states-army-air-service-production-center-no-2-romorantin-aerodrome-france 1919-farman-car 1919-farman-goliath 1920-old-original-vintage-farman-super-chassis-car-automobile-auto-art-print-ad 1920s-farman-f-50-mexican-air-force-1920s 1921-1926-farman-a6-b-super-sport-torpedo 1921-farman-a6b-super-sport-2 1921-farman-a6b-super-sport-amalia 1921-farman-a6b-super-sport-gallery 1921-farman-a6b-super-sport-v 1921-farman-a6b-super-sport 1921-farman-a6b-supersport 1921-farman-a6b-supersport-fvr-fmx 1921-farman-super-sport-torpedo 1921-farman-supersport-torpedo-dv-05-amelia-011921-farman-a6b-super-sport 1921-farman-type-a6-a 1921-farman 1921-26-farman-type-a6-b 1922-farman-automobiles-voitures-original-vintage-french-ad 1922-farman-a6a-grand-sport-torpedo-cigarette-card-po1319-l2uqqr 1922-farman-auto 1922-farman-po1319a 1923-10-cc-aerod-1923-farman-spo 1923-farman-6-cylinder-engine 1923-farman-a-6-b 1923-farman-a-6-schrag 1923-farman-a-6-von-1923 1923-farman-a6-b-coupe-chauffeur-1923-oldiesfan67 1923-farman-a6-b-coupe-chauffeur-1923a 1923-farman-a6-tordenstenene 1923-farman-a6a-berline-de-course-aerodynamique 1923-farman-a6a-super-sport-berline-de-course-aerodynamique-par-rothschild-fils-1923 1923-farman-a6b-1 1923-farman-a6b-racing-saloon-a 1923-farman-a6b-racing-saloon-b 1923-farman-a6b-racing-saloon-c 1923-farman-a6b-racing-saloon-d 1923-farman-a6b-racing-saloon-f 1923-farman-a6b-racing-saloon 1923-farman-a6b 1923-farman-ad 1923-farman-at-bharatpur 1923-farman-b-2-%d1%84%d1%80%d0%b0%d0%bd%d1%86%d0%b8%d1%8ffrance 1923-farman-coupe-chauffeur-a6b 1923-farman-streamliner-6 1923-farman-type-a6-b-coupe-chauffeur 1923-the-farman-a6a-super 1923-vintage-ad-print-farman-autos-automobiles-de-grand-style 1923-1926-farman-a6b-car-photo-spec-sheet-info-stat-french-atlas-card-1924-1925 1923-1926-farman-a6b-car-photo-spec-sheet-info-stat-french-atlas-card-1924-1925a 1924-ad-print-farman-auto-cabriolet-40-hp-6-cylindres 1924-farman-a6-tordenstenene24 1924-farman-a6b-f 1924-farman-automobile-bleu 1924-farman-beaut 1924-farman-boat-tail-3 1925-farman-65-litre 1925-farman-7-streamliner-boat-tail 1925-farman-a6-b-01 1925-farman-a6b-at-the-chateau-de-madrid 1925-farman-a6b-concours22 1925-farman-a6b-coupe-de-ville-million-guiet-1925-petr-turek 1925-farman-a6b-coupe-de-ville-million-guiet-interieur-dashboard 1925-farman-a6b-coupe-de-ville-million-guiet-logo-embleem 1925-farman-a6b-coupe-de-ville-million-guiet-rear-inside-interieur 1925-farman-a6b-coupe-de-ville-million-guiet-rear 1925-farman-a6b-carrosserie-million-guiet-coupe-de-ville-avec-chauffeur 1925-farman-a6b 1925-farman-car 1925-farman-f-170-jabiru-f170-2 1925-farman-f-170-jabiru-f-aibr 1925-farman-f171-jabiru 1925-farman-tt 1925-farman 1925-farman5 1925-farman-a6b-million-guiet-coupe-de-ville-45421 1925-farman-a6-b-super-sport-torpedo-28487 1925-logo-farman 1925-mascotte-de-bouchon-de-radiateur-en-hommage-au-pilote-alberto-santos-dumont-de-farman-a6b-coupe-de-ville-million-guiet 1925-six-cylinder-farman-engine-farman-4 1925-farman-a6b-1 1926-farman-automobile 1926-farman-f-170-jabiru-8-pass-carrying-plane 1926-farman-img02a 1926-farman-limousine-5 1926-farman-mag-page-delage-dm-kelsch-isotta-fraschini 1926-farman-wheelcover 1927-farman-nf-1-6cyl126cv-7-065cc-135km-pu 1927-farman-nf 1927-farman-nf1-a 1927-farman-nf1 1927-farman-type-nf 1927-28-farman-type-nf 1927-29-farman-nf1

Die Eröffnung der II. Internationalen Luftfahrt -Ausstellung in den Ausstellungshallen am Kaiserdamm in Berlin1 Blick in die Halle der ausländischen Flugzeuge auf der "ILA". Im Vordergrund das neueste französische Farman-Gross-Flugzeug für mehr als 30 Passagiere eingereichtet.

Die Eröffnung der II. Internationalen Luftfahrt -Ausstellung in den Ausstellungshallen am Kaiserdamm in Berlin1 Blick in die Halle der ausländischen Flugzeuge auf der “ILA”. Im Vordergrund das neueste französische Farman-Gross-Flugzeug für mehr als 30 Passagiere eingereichtet.

1928-farman-f-190-skica 1928-farman-limousine-nf-1-126cv-7065cc-130kmh-inv-24021 1928-farman-limousine-nf-1-126cv-7065cc-130kmh-inv-24022 1928-farman-limousine-nf1-1928 1928-farman-nf-limousine 1928-farman-nf-schrag 1929-farman-nn 1930-farman-nf2-coupe-chauffeur-1930 1930-farman-7 1930-farman-40-cv-million-guiet-town-car-sultan-of-morroco-693707 1930-farman-d-model-40-sedan-limousine-factory-photo-ab5235-1wur1m 1930-farman-f-200 1930-lost-marques-farman 1931-farman-f-250-433-3 1932-farman-f-1010-s-2857 1933-farman-f-370-230-08 1934-ailes-1934-664-bloch-200-mureaux-170-late-300-pool-aile-volante-farman-f-1020 1934-airplane-card-farman-f-211-france-french-air 1934-farman-192-f-aiyd-de-henry-le-tournir-hlt-mb

EPSON scanner Image

EPSON scanner Image

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Airport Malmö Bulltofta BUA, Junkers is getting refuelled at Bulltofta Airport, Malmö, 1920s or 1930s.

Airport Malmö Bulltofta BUA, Farman’s is getting refuelled at Bulltofta Airport, Malmö, 1920s or 1930s.

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Frigidaire photo album # 1

Frigidaire photo album # 1

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OLYMPUS DIGITAL CAMERA

OLYMPUS DIGITAL CAMERA

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SONY DSC

SONY DSC

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This is everything I could find about Farman, a remarkable French Aeroplane and Automobile(s) maker on the World Wide Web. Enjoy the pictures with me, and when you have pictures or info that can make this blog more interesting I will appreciate this. Thanks and enjoy.

Posted in Aircraft, Airplanes, Amphibious Transporters, Army, Automobiles, Aviation, Civil, Farman, Farman I-bis, France, Limousines, Salmsom, Société Nationale de Constructions Aéronautiques du Centre (SNCAC), Voisin, Voisin-Far­man I, You Tube Video's | Tagged , , , | Leave a comment

TATRA Car Manufacturer

Tatra boekje

Tatra (company) Automobiles, wagons,carriages, trucks 1897 – Present Czech Republic

tatra-1102220_960_720

Not to be confused with Tata Motors or ČKD Tatra.
TATRA TRUCKS a.s.
Private
Industry Automotive
Founded 1850
1897 as a car manufacturer
Founder Ignác Šustala
Headquarters Kopřivnice, Moravia, Czech Republic
Key people
Ronald Adams (CEO)
Hugo Fischer von Roeslerstamm (designer)
Hans Ledwinka (designer)
Julius Mackerle (designer)
Products Automobiles, wagons,carriages, trucks
Revenue IncreaseCZK 3.7 billion (2014)
Number of employees
845 (2014)
Website http://tatratrucks.com/
homepage German:http://www.tatra-lkw.de/

Tatra Präsident on the Kopřivnice coat of arms.

Tatra is a Czech manufacturer producing vehicles in Kopřivnice, it is owned by Tatra Trucks company, based in Ostrava. It is the third oldest company producing cars and has an unbroken history after Daimler and Peugeot. The company was founded in 1850 as Schustala & Company, later renamed Nesselsdorfer Wagenbau-Fabriksgesellschaft when it became a wagon and carriage manufacturer. In 1897, Tatra produced the first motor car in central Europe, the Präsident automobile. In 1921, it changed its name to Kopřivnická vozovka a.s., and in 1919 changed from the Nesselsdorfer marque to the Tatra badge named after the nearby Tatra Mountains on the Polish-Czechoslovak border at the time (now this range is on the Polish-Slovak border).

During World War II Tatra was instrumental in the production of trucks, and tank engines for the German war effort. Production of passenger cars ceased in 1999, but the company still produces a range of primarily all-wheel-drive trucks, from 4×4 to 18×18. The brand is also known as a result of Czech truck racer Karel Loprais: in 1988–2001 he won the off-road raceDakar Rally six times with the Tatra 815.

Early years

Nesselsdorf Wagenbau Fabriks Gesellschaft circa 1900

Nesselsdorfer Automobile logo

Ignác Šustala, founder of the company

1897 NW Präsident1897 President First CarPräsident, the first factory made car in Central and Eastern Europe in 1897

1900 Nesselsdorf model II vehicle1900 NW Rennzweier 1Rennzweier, the first race car made by the company in 1900

Ignác Šustala (1822–1891), founder of the company in Kopřivnice, Moravia, started the production of horse-drawn vehicles in 1850. In 1891 he branched out into railroad car manufacture, naming the company Nesselsdorfer Wagenbau-Fabriksgesellschaft, and employed Hugo Fischer von Roeslerstamm as technical director in 1890. After the death of Šustala, von Roeslerstamm took over running the company and in 1897 he bought a Benz automobile. Using this for inspiration, the company made its first car, the Präsident, which was exhibited in 1897 in Vienna. Orders were obtained for more cars and under the direction of engineers Hans Ledwinka and Edmund Rumpler, ten improved cars were made.

The first car to be totally designed by Ledwinka came in 1900 with the Type A with rear-mounted 2714 cc engine and top speed of 40 kilometres per hour (25 mph), 22 units were built. This was followed by the Type B with central engine in 1902 but then Ledwinka left the company to concentrate on steam engine development. He returned in 1905 and designed a completely new car, the Type S with 3308 cc 4-cylinder engine. Production was badly hit in 1912 with a 23-week strike and Hugo Fischer von Roeslerstam left the company.

Tatra concept

1924 Tatra T-11aTatra 11 of 1924

Main article: Backbone chassis

After World War I Nesselsdorfer Wagenbau was renamed Kopřivnická vozovka, and in 1919 the name Tatra was given to the car range. Leopold Pasching took over control and in 1921 Hans Ledwinka returned again to develop the revolutionary Tatra 11. The new car, launched in 1923 featured a rigid backbone tube with swinging semi-axles at the rear giving independent suspension. The engine, front-mounted, was an air-cooled two-cylinder unit of 1056 cc.

The Tatra 11 was replaced in 1926 by the similar Tatra 12 which had four-wheel brakes. A further development was the 1926 Tatra 17 with a 1,930 cc water-cooled six-cylinder engine and fully independent suspension. In 1927 the company was renamed Závody Ringhoffer-Tatra a.s.

Tatra 87-old

Streamlined Tatras

Tatra V570Tatra V5701931, 1933Tatra T 77aTatra T771933–19381941 Tatra T87, sn 49870 and engine no 12786345Tatra T871936–1950Tatra T97 redTatra T971936–1939Tatra 600 TatraplanTatra T600 Tatraplan1946–1952Tatra 603 in Veteran ArenaTatra T6031956–1975

Prewar streamliners

Tatra T 77 (16353835847)Tatra T77, the world’s first production aerodynamic car

Tatra 97 in KopřivniceTatra T97

Tatra’s specialty was luxury cars of a technically advanced nature, going from air-cooledflat-twins to fours and sixes, culminating (briefly) with the OHC 6-litre V12 in 1931. In the 1930s, under the supervision of Austrianengineer Hans Ledwinka, his son Erich and German engineer Erich Übelacker, and protected by high tariffs and absence of foreign assemblers, Tatra began building advanced, streamlined cars after obtaining licences from Paul Jaray, which started in 1934 with the large Tatra T77, the world’s first production aerodynamic car. The average drag coefficient of a 1:5 model of the fastback Tatra T77 was recorded as 0.2455. It featured (as did almost all subsequent big Tatras) a rear-mounted, air-cooledV8 engine, which was in technical terms very sophisticated for the time.

Tatra and the conception of the Volkswagen Beetle

Both Hitler and Porsche were influenced by the Tatras. Hitler was a keen automotive enthusiast, and had ridden in Tatras during political tours of Czechoslovakia. He had also dined numerous times with Ledwinka. After one of these dinners Hitler remarked to Porsche, “This is the car for my roads”. From 1933 onwards, Ledwinka and Porsche met regularly to discuss their designs, and Porsche admitted “Well, sometimes I looked over his shoulder and sometimes he looked over mine” while designing the Volkswagen. There is no doubt that the Beetle bore a striking resemblance to the Tatras, particularly the Tatra V570. The Tatra T97 of 1936 had a rear-located, rear-wheel drive, air-cooled four-cylinder boxer engine accommodating four passengers and providing luggage storage under the front bonnet and behind the rear seat. Another similarity between this Tatra and the Beetle is the central structural tunnel. Tatra launched a lawsuit, but this was stopped when Germany invaded Czechoslovakia. At the same time, Tatra was forced to stop producing the T97. The matter was re-opened after World War II and in 1965 Volkswagen paid Ringhoffer-Tatra 1,000,000 Deutsche Marks in an out of court settlement.

War years

After the 1938 invasion of Czechoslovakia by NaziGermany, Tatras continued in production, largely because Germans liked the cars. Many German officers met their deaths driving heavy, rear-engined Tatras faster around corners than they could handle. At the time, as an anecdote, Tatra became known as the ‘Czech Secret Weapon’ for the scores of officers who died behind the wheel; at one point official orders were issued forbidding German officers from driving Tatras.

1951 Tatra T600 Tatraplan1951 Tatra T600 Tatraplan

Postwar management

The factory was nationalised in 1945 almost three years before the Communist Party came to power and renamed to Tatra Národní Podnik. Although production of prewar models continued, a new model, the Tatra T600Tatraplan was designed—the name celebrating the new Communist planned economy and the aeroplane inspiration (Colloq. Czech: aeroplán). It went into production in 1948. In 1951, the state planning department decided that the Tatraplan should henceforth be built at the Skoda plant in Mladá Boleslav, leaving Tatra free to concentrate on trucks, buses and railway equipment.

The Tatra T603

Main article: Tatra 603

Tatra T603Tatra 2-603 featuring four headlights

In 1953, amid much dissatisfaction among Communist party leaders with the poor-quality official cars imported from Russia, Tatra was again given permission to produce a luxury car, the Tatra T603. Much like Tatra’s prewar cars, it was driven by a rear-mounted, air-cooled V8 and had the company’s trademark aerodynamic styling. Uniquely, the Tatra T603 initially featured three headlights and the first prototypes had a central rear stabilising fin, though this feature was lost on production vehicles. It was also fitted with almost American-style thick chromebumpers with bullets (a.k.a. Dagmar bumpers). Almost entirely hand-built, Tatras were not for everybody; normal citizens were not permitted to buy them. They were reserved for the Communist Party elite, industrial officials, as well as being exported to most other communist nations as official state cars. Notably, Cuban President Fidel Castro had a white Tatra T603, custom-fitted with air conditioning.

Tatra T603s were built until 1975, a twenty-year reign as one of Communism’s finest cars. Numerous improvements were made during its production run, although not all vehicles built were actually new but rather reconditioned. In exchange for a newer model year car, the older vehicle was returned to the factory. There, it was upgraded to current model year specifications, refinished, and sent out again as a putatively new vehicle to replace another older T603. This makes it difficult to trace the history of surviving vehicles.

1970s makeover—the Tatra T613

Main article: Tatra T613

1976TatraT-613Tatra T613 (1976)

In 1968 a replacement was developed; the Tatra T613. It was styled by the Italian styling house of Vignale and was a more modern, less rounded shape. It was not until 1973 that the car went into production, and volume production did not begin until the following year. Although the layout remained the same, the body was all new, as was the engine, being equipped with four overhead camshafts, a higher capacity motor (3495 cc) and an output close to 165 bhp (123 kW; 167 PS). In addition, it had been moved somewhat forward for improved balance. These cars were built in five series and went through several modifications until production ceased in 1996. It is a tribute to Vignale’s styling that they did not look dated until rather late in that time period. Over 11,000 cars were built, and sales slowed to a trickle of just a few dozen per year towards the end of production as Tatras began to seem more and more outdated.

1990s Tatra T700

Main article: Tatra T700

Tatra 7001996 Tatra 700 at a museum

The Tatra T700 was a large luxury car released in 1996 by Tatra. Essentially a heavily restyled version of the Tatra T613 model it replaced, with updated body panels and detailing. The T700 was offered as both a saloon and coupé with either a 3.5 or 4.4 litre 90° air-cooled V8 petrol engine. The model was neither successful nor produced in large numbers, having produced a total of 90,000 cars. The T700 was the last passenger car made by Tatra with production halting in 1999. At this point, Tatra abandoned automobile manufacturing in order to concentrate on truck design and manufacture.

1990s Tatra MTX V8

Tatra MTX1991 Tatra MTX V8

The Tatra MTX V8 was the fastest Czech car of all time. Production started in 1991 in Kopřivnice. Under the hood was a Tatra 623 V8 motor, with the injected version producing 225 kW at 6500 rpm. 0–100 km/h taking 5.6 seconds. Maximum speed was 265 km/h. It was the work of legendary Czech designer Václav Král. Only 5 units of this car were ever produced.

2000s

In February 2008, Tatra announced the world’s first and only air-cooled engine meeting the then forthcoming Euro 5 emissions standards. The press release claims 7.5 times lower emissions of particulates and 3.5 times lower emission of nitrogen oxides compared to the previous engine. Further, production of air-cooled engines should significantly reduce the production of greenhouse gases due to the absence of liquid cooling systems. All Tatra vehicles from February 2008 onwards should use the new engine.
A month later, Tatra CEO Ronald Adams told The Prague Post Tatra could return to producing passenger cars, saying: ‘We would not come back to compete with the large automobile mass producers such as Volkswagen, Škoda, Toyota etc. But we might come back with a replica of the old Tatra cars using a current undercarriage and driveline from one of the major automotive producers.’ The company has launched a feasibility study, hoping to produce one thousand replicas of their legendary Tatraplan and 603 cars in 2010.

In July 2008 pictures of a fuel cell concept car designed by Mike Jelinek, the Tatra 903, were shown.

Tatra in the West

1923 Tatra T-111923 Tatra T11 at the Lane Motor Museum in Nashville

Unlike most Soviet Bloc manufacturers, Tatra enjoyed modest sales success in Western Europe, where its truck line had a reputation for simplicity and durability. No effort was made to distribute Tatra’s unusual automobiles in the West, though a small number did find their way to collectors in Western Europe, and even to the United States. The fall of the Soviet Union did not help Tatra’s fortunes, as the company made no inroads in Western Europe’s already crowded automobile market. Worse, the introduction of competitors, such as Mercedes-Benz and Peugeot into the Czech Republic, further eroded Tatra’s sales. Production of the passenger cars ended in 1999.

Among western collectors, Tatra automobiles remain largely unknown. The largest display of Tatra vehicles in the United States is at the Lane Motor Museum in Nashville, Tennessee. The museum’s eclectic automobile collection contains 12 Tatra models, including a T-613 ambulance. When talk show host and car collector Jay Leno visited the museum, the founder picked him up in a 1947 Tatra T-87, prompting Leno to purchase one himself. Leno soon become an advocate for the brand. In the United States, the few Tatra clubs are closely associated with Citroen clubs, as many Tatra collectors also collect Citroën DS series cars.

A Tatra T87 is on exhibit at the Minneapolis Institute of Arts.

Trucks

1898–1914 beginning

NW 1st lorry1 Replica of the first lorry of Nesselsdorfer Wagenbau, in Tatra Technical museum.NW 1st lorry1The replica of the first truck manufactured at Nesselsdorfer Wagenbau

The first truck manufactured at Kopřivnice in 1898 was a flatbed with 2 liquid-cooled side-by-side-mounted two-cylinder Benz engines each at 2.7 L capacity with total power output of 8.8 kW (12 hp) placed after the rear axle and cargo capacity of 2.5 ton. The unique feature of the engines setup was that the engines could be operated sequentially depending on the load requirements. No 1 engine was started via a cranking handle and had a flywheel attached and No 2 engine without the flywheel was connected via a gear clutch and started by the first engine already running. The second truck manufactured was once again a flatbed R type of 2.5 ton cargo capacity built in 1909. Powered by liquid-cooled petrol four-cylinder engine of 4.1 L capacity and power output of 18.4 kW (25 hp) with the engine placed above front axle which is the conventional design to this day. The vehicle featured solid rubber tyres and semi-elliptic leaf spring suspension. In 1910 Tatra manufactured its first bus the Omnibus type SO with total production of 5 units.

1914–1922 serial production

The first true serial truck production at Tatra was instigated by the beginning of World War I. In the year 1914 there were only 2 trucks made, type T 14/40 HP, however by the 1915 end the production jumped to the total of 105 TL-2 units and the following year 1916 the numbers rose to total of 196 TL-2 and 30 TL-4 truthe time peaked in 1917 with 19 TL-2 and 303 TL-4 models, after that production declined and the similar amount of vehicles of one type manufactured in a year was not achieved or surpassed until 1936 with the T 27 model. Technically models TL-2 and TL-4 were almost identically designed, in fact TL-4 evolved from TL-2 where both had liquid-cooled OHC engines of max power output of 25.7 kW (35 PS; 34 hp). The TL-2 had a GVM 2,100 kg (4,630 lb) and 4,000 kg (8,818 lb) GCM, TL-4 had 2,700 kg (5,952 lb) GVM and 6,700 kg (14,771 lb) GCM respectively. Both types remained in production in small series until 1927. The TL-4 is considered the first truck to come out of NW (Nesselsdorfer Wagen-bau) to carry the name Tatra in 1919.

1923–1938 Tatra concept

T93Tatra T93

1932 Tatra, 1155 ccm, 20 PS Marxzell-TatraTatra, year 1932, 1155 ccm, 20 PS

After the introduction of Tatra 11 and Tatra 12 cars with their distinctive backbone tube design and swing axles, Tatra introduced its first truck on the same basis,[21] the light utility Tatra 13 powered by 2-cylinder air-cooled petrol engine with power output 8.8 kW (12 hp) and 1,000 kg (2,205 lb) cargo capacity. Further models followed and in 1926 T23 and T24 were introduced nicknamed “bulldogs” which could be considered Tatra’s precursors to COE designed trucks. Improved version T13 introduced as T26 with more powerful 4-cylinder flat air-cooled engine and in six-wheeler chassis created capable offroad light utility truck which later evolved into T72 model which was heavily used by Czechoslovakian army at the time and was also manufactured under license by the French company Lorraine-Dietrich. In 1933 Tatra build limited series of T25 heavy artillery hauler with 4 and 6-cylinder petrol engines. The most popular Tatra truck before World War II was type T27 powered by 4-cylinder petrol or diesel engines and remained in production for nearly 17 years (1930–1947) with total production of 7,620 units, by adding an extra axle to the rear the type T28 was created however, it was not successful and only limited production resulted in a mainly bus chassis. In the period from 1931 to 1938 Tatra also built a small utility truck based on the chassis from T30 named Tatra T43 which remain popular with small business owners. T72 model successfully continued the line to T82 built mainly for military in cargo and personnel transport between 1935 and 1938 and further to T92 and T93 built for the Romanian army from 1938 to 1941 which were identical except T93 had also a driven front axle.

1939–1956 World War II and beyond

Main article: Tatra T111

Vojenská Tatra1942 Tatra T111

Following the Nazi occupation of Czechoslovakia the production at Kopřivnice was annexed by the Germans for the supply of trucks needed by the Wehrmacht. Apart from the existing line up of T27, T92/92 a new heavy truck the T81 commenced production featuring liquid-cooled 12.5 L V8 diesel engine with a power output of 118 kW (160 PS; 158 hp), in 6×4 axle configuration. This vehicle evolved in 1942 into the legendary T111 which continued in production until 1962, with the total of 33,690 units made. The T111 also featured Tatra’s first air-cooled diesel engine, a massive V12 originally designed for the armoured SdKfz 234 Puma. In the latter stages of World War II Tatra was instrumental in the development of air-cooled diesel engines for German tanks. In late 1944 General Heinz Guderian ordered that production of the Type 38(t) Hetzer tank be modified to incorporate a Tatra Type 928 V-8 air-cooled diesel engine, though this order was delayed so production could continue uninterrupted. After the war the T111 contributed heavily to the rebuilding effort in Central and Eastern Europe and a memorial was built at Magadan, Siberia for its exploits in the Far East of the USSR.

1957–1982 moving forward

Main articles:
Tatra 138 S3 oder S3M
Tatra T138 CAS firefighting vehicle

Tatra 148 lorry
Tatra T148 Military
Tatra T148 (firefighting car), Slovakia
Tatra T 148 (1009) mit ČKD-Kran

Tatra T 813 8x8 Armee

Tatra T813 KOLOS military specs with dozer bladeTatra T813 ‘KOLOS’Tatra 813 4x4 craneTatra 813 4×4 crane
Tatra T813 tugging Tu-104 civil
Tatra T813 tugging Tu-104 civil
1979 Tatra T813TP
1979 Tatra T813TP.jpg

Tatra T813 fire engine
Tatra T813 fire engine
Tatra T813 der NVA mit einem GAZ 63 der sowjetischen Armee huckepack
Tatra T813 der NVA mit einem GAZ 63 der sowjetischen Armee huckepack
Armored czech Tatra T813 truck as rocket launcher RM-70
Armored czech Tatra T813 truck as rocket launcher RM-70
Tatra T813 reprodukcia z ročenky Armády SR, 122.4 mm raketomet vz.70
Tatra T813 reprodukcia z ročenky Armády SR, 122.4 mm raketomet vz.70
Brno, Řečkovice, Tatra T813
Brno, Řečkovice, Tatra T813.JPG
Minister ON w 1 Mazurskiej Brygadzie Artylerii on Tatra T813
Minister ON w 1 Mazurskiej Brygadzie Artylerii on Tatra T813
Tatra T813 at Truck trials @ Mohelnice, Czech Republic, May 2007
Tatra T813 at Truck trials @ Mohelnice, Czech Republic, May 2007

The decision to replace the reliable but ageing T111 was taken in 1952 based on central planning economy of socialist government where directive was made to Tatra N.P. that it should concentrate on the manufacture of 7 to 10 ton capacity commercial vehicles and in 1956 first T137 and T138 trucks were exhibited at Czechoslovak machinery expo in Brno. The production of T111 however continued alongside T138 series until 1962. T138 itself continued in production until 1969 when it was replaced by improved T148 where designers main target was an increase in power output, reliability and product improvements.

In 1967 Tatra began production of one of its famous off-road trucks the T813 using its modular construction technology; the model incorporated the latest trends in commercial vehicle design such as cab-over-engine (COE) and wide profile tyres. It featured a new V12 engine and all military versions had a central tyre inflation/deflation system as standard equipment. The T813 was designed to tow loads up to 100 ton GCM and it was a familiar sight on the roads in Czechoslovakia hauling large often over-sized loads.

1982–2008 T815 and beyond

Main articles:
Tatra T815, T815-2, TERRN°1 Tatra1021
2010 Tatra T815 TERRno2
2010 Tatra T815 TERRno2
Tatra TerrNo1 Brno, Autotec 2008, Nákladní automobil Tatra
2008 Tatra Terrno1 Brno, Autotec 2008, Nákladní automobil Tatra.jpg
Tatra T815 8x8 crane with low cab Autojerab-AD30-8X8
Tatra T815 8×8 crane with low cab Autojerab-AD30-8X8
2008 Tatra T815 TERRN°1 4x4 fire engine
2008 Tatra T815 TERRN°1 4×4 fire engine
Tatra T815 NVA military troop and cargo carrier
Tatra T815 NVA military troop and cargo carrier

Sri Lanka Army MT-55A Armored Vehicle-launched Bridge pulled by Tatra T815 Truck
Sri Lanka Army MT-55A Armored Vehicle-launched Bridge pulled by Tatra T815 Truck
2006 Tatra T 163 Jamal
2006 Tatra T 163 Jamal Tatra T 163,

and
Tatra T-810 Czech Army 01
Tatra T815 rally raid 4x4Tatra 815, multiple winner of Dakar Rally

Tatra T815 was designed for extreme off-road conditions, and its road versions are derived from the off-road original. After the 53-rd session of CMEA council a directive that Tatra N.P. would be a sole supplier of off road commercial vehicles of <12 ton capacity for Eastern Block countries, led to a modernization of company and its production models. Following extensive testing at different sites, including Siberia, the type T815 was introduced in 1982 and production started in 1983. Comparing to previous models T815 was made of 142 main assembly components as opposed to 219 main assembly components of its predecessor. The engines power output was increased up to 45% and a new COE tilt-able cabin was introduced. Modular engine designed resulted in V8, V10 and V12 engines with or without turbocharger.

T815 was upgraded to T815-2 with minor cosmetic changes and improved ergonomics and safety – the biggest change was the engine emissions accordance the “Euro0” limits and to Euro1 limits in 1993 (turbocharged V8 engine only since this time for the full legislation. As alternative was offered also the Deutz 513 air-cooled V8 engine). The next facelift in 1997 brought in the new exterior design cabin TerrNo1 with all new interior with better sound and heat insulation however the cabin design is based on the original so it can actually be retrofitted to all T815 built since 1993. In 2000 the TerrNo1 cabin is face-lifted again and for the first time there is an option to fit liquid-cooled engines.

The TerrNo1 model introduced the “KingFrame” rear axles suspension. Another evolution step T3B engine came with the Euro2 emission limit. Following further improvements in 2003 T815 gets new Euro3 T3C V8 engine mated to all new 14-speed range+split gearbox as well as option for engines from other suppliers most notably CAT, Cummins, Detroit Diesel, Deutz and MTU with its “monster” 22.5 Litre V12 and up to 610 kW (829 PS; 818 hp) power output! In September 2006 Tatra introduced its Euro4 compliant turbocharged T3D engine with the SCR exhaust technology and in February 2008 the worlds’s first Euro 5-compliant air-cooled diesel engine based on T3D engine

The evolution of Tatra T815 would not be complete without mentioning its derivates T816 (T815-6) Armax and Force series which had its origin back in 1993 when Tatra participated in the tender process for heavy duty off road trucks for UAE army and after two years of bidding the company was successful in securing a contract worth $180 million.

The resulting model became known as T816 “LIWA” (Arabic for “desert”). The latest model for the military customers is T817(T815-7) marketed as high-mobility heavy-duty tactical truck with low profile cabin for C-130 Hercules transportability for NATO member countries armed services.

Tatra also went back to its roots and decided to produce once again a bonneted CBE heavy duty off road truck to continue the successful line started with T111, so in 1999 the T163 Jamal was put into full production after first prototypes were built in 1997 and followed extensive testing including at Siberia, as a heavy duty dump truck, once again based on proven backbone tube chassis construction with the cabin designed by Jiří Španihel The T163 6×6 is used mainly on construction sites and in quarries.

2008 Tatra T810 truck for Czech armyTatra T-810 for Czech Army

Tatra was also a successful bidder for the Czech Army replacement of aging Praga V3S (with the Tatra I6 air-cooled engine – one half of the T111 V12 one) medium off-road truck with T810 which technically is not a “genuine” Tatra as its origin goes back to when former Czech company ROSS, in partnership with Renault Trucks, obtained a contract to supply the army with medium size off-road trucks, the “ROSS R210 6×6”. The company however went bankrupt in 1998 and Tatra bought full rights to the design, then modernized and reintroduced it as T810 while continuing cooperation with Renault. Under the deal Renault supplies the cabins and the engines and Praga supplied axles and transmissions for the prototypes; however the whole project has been dogged by controversy due to the way Tatra had obtained the contract, its relationship with supplier Praga and the subsequent court case brought on against it by Praga. The serial T810 vehicles are than finally equipped with the new design Tatra rigid axles with the WABCO disc brakes, with the ZF Ecolite transmission and Steyr drop box.

Navistar & Tatra

Tatra T815-7 780R59 military truckTatra T815-7 (T817)

Tatra and Navistar Defence introduced at Eurosatory Exposition in Paris, France (Jun 14-18 2010) the results of their strategic alliance since October 2009, the models ATX6 (universal container carrier) and ATX8 (troop carrier). The vehicles appear to be based on Tatra T815-7 (T817) 6×6, 8×8 chassis, suspension and cabins while using Navistar engines and other components. Under the deal Navistar Defence and Tatra A.S. will market the vehicles in North America, which includes sales to the United States military and foreign military sales financed by the United States government. Tatra will source parts and components through Navistar’s global parts and support network for Tatra trucks delivered in markets outside of North America as well as market Navistar-Tatra vehicles around the world in their primary markets.

Ownership

The United StatesTerex Corporation acquired the majority ownership (71%) of Tatra in late 2003. As of late 2006, however, majority ownership (80.51%) was in the hands of Tatra Holdings s.r.o., an international consortium comprising Vectra Limited of UK, Sam Eyde of the U.S., KBC Private Equity of Belgium, Meadowhill s.r.o. of Czech Republic and Ronald Adams of the U.S. On 15 December 2006, a contract was signed between Tatra and the Czech Republic for 556 trucks at roughly $130 million, or 2.6 billion Czech crowns. This contract was signed in lieu of replacement of older military vehicles.

In April 2007, Tatra announced that it had already matched its production in 2006 and produced 1,600 vehicles. In 2007, Tatra planned to produce between 2,300 and 2,500 vehicles. In contrast to previous years, Tatra has increased employment by the hundreds within the past two quarters, has reversed previous errors, and was growing again.

In August 2011, DAF Trucks announced it had built up a 19% stake in Tatra, which was to use DAF cabs and PACCAR engines. DAF dealers were to sell Tatra off-road trucks.

In March 2013, Tatra was sold in auction for 176 mil CZK (c. 7 mil euro) due to its debts to Truck Development company based in Ostrava, Czech Republic. Production continues. In 2013 Tatra sold 722 trucks, the most since 2008. Approximately two-thirds of units were exported.

Current truck models

tatra t810 tractortatra t810 tractortatra t810 1r1r36 firefighting 04tatra t810 1r1r36 firefighting 04. Tatra 810Tatra T815-7 aTatra 815-72012 Tatra 815-7 TMB2012 Tatra 815-7 TMBTatra TERRN-1 albumTatra Terrn°1

tatra-816-07Tatra 816-6VWN9T 43 610 8x8.1R

The BRAHMOS Weapon System passing through the Rajpath during the full dress rehearsal for Republic Day Parade - 2005, in New Delhi on January 23, 2005.

The BRAHMOS Weapon System passing through the Rajpath during the full dress rehearsal for Republic Day Parade – 2005, in New Delhi on January 23, 2005.

tatra-816-04Tatra 816 van het Indiase legerTatra 816 Forcetatra-158-phoenix-6x6-agroTatra 158 Phoenix 8x4Tatra-158-Phoenix Horka-7864TATRA-158-Phoenix-Agro-Truck-v-1.0-3Tatra 158 Phoenix

India

Tatra had a truck-building joint venture in India called Tatra Vectra Motors Ltd, formerly called Tatra Trucks India Ltd. It is a joint venture between Tatra and the Vectra Group from England. In 2009, Vectra announced a new joint venture with Russia’s Kamaz to form Kamaz Vectra Motors Limited to manufacture Kamaz trucks in India., This joint venture replaced the former Tatra Vectra venture. The manufacturing plant is located in Hosur, Tamil Nadu. The fully integrated manufacturing facility includes an engine assembly and testing plant, a cabin welding shop, a frame fabrication shop and a test track. Most Tatra trucks for sale in India are manufactured in collaboration with Bharat Earth Movers Limited.

In 2002, the company received a 1,070 trucks order from the Government of India. Tatra’s growing involvement in India’s defense industry is often cited as an example of growing relations between Czech Republic and India.

In 2010 the Indian Government ordered 788 vehicles from public sector defence equipment manufacturer BEML. The order comprises supply of 498 8×8 vehicles, 278 6×6 vehicles without winch and 12 6×6 with winch.

Israel

 

IM000716.JPG

SPYDER air defense missile system Rafael Tatra Israel

SPYDER anti-aircraft missile system developed by the Israeli company Rafael, fitted atop a TATRA truck.

Reportedly following one of Israeli-Arab conflicts, Israel tested some Tatras captured from neighbour Arab armed forces (Egypt). Israel Defense Forces‘s command was apparently quite impressed with their performance, independence of cooling by air only and their capabilities as military trucks in desert and in wars for long-range raiding operations in such terrains etc., and felt necessary to include these trucks in their arsenal. As direct purchase from oppositely aligned Czechoslovakia was impossible, the lore has it that Israelis used some well-paid services of Nicolae Ceauşescu‘s Romania in cooperation with an American Company called ATC (American Truck Company) to purchase sand-coloured and military trucks, desert-equipped Tatra trucks too, leading to jokes along the line “Romania has a new desert”. Current photos of various Israeli weapon systems, e.g., SPYDER slated, e.g., for India, show new Tatras as the carrier vehicles.

A number of Tatra trucks entered service in the Israeli Army also in many army sectors and as for example anti aircraft missile launcher, with the brand mark of “American Truck Company”, under which Tatras were sold on U.S. market and exported to Israel.

United States

American Truck Company was a quasi-independent company set up by Terex, when they controlled Tatra, to import Tatra vehicles in both knock down kits or fully built and carry out assembly operations, repair and service, body building on chassis in the USA. These trucks were offered to the military and other government organizations and were badged and sold in the USA under the ATC brand. ATC badged Tatras were fitted with American Cummins turbodiesel engines in place of the Tatra’s air-cooled diesel.

Tatra aircraft

1934-39 Aircraft Tatra 131, 190km h, Engine T-100, 72 kW Tatra factory museum KopřivniceTatra T.131, a licence-built Bücker Bü 131 Jungmann.

Aircraft Tatra 101.2 (OK-TAO) on Airport in Kunovice, Czech republicTatra T.101 two-seater touring aircraft

The Ringhoffer-Tatra Works ltd. produced several aircraft and aero-engines in the 1930s and 1940s before annexation by Germany, and after under the orders of the RLM. Among the aircraft produced were the following:

Built under licence
Avro RAF 626 Prefect K5063 at Martlesham, July 1935
Avro 626 Mikan of Royal Canadian Air Force
Tatra T.126 (Avro 626 Avian)
Bü 131 Jungmann-Jungmann at Old Warden
Bücker Bü 131B Jungmann
Tatra T.131 (Bücker Bü 131 Jungmann)
Tatra designed and built
Tatra T-001Tatra T.001
Tatra T-002 - [Project] 4-seat light transport a-c, span 17.90 m
Tatra T-002 – [Project] 4-seat light transport a-c, span 17.90 m Tatra T.002
Tatra T-003Tatra T.003
Aircraft Tatra 101.2 (OK-TAO) on Airport in Kunovice, Czech republicTatra T.101
Tatra T-201 OstatníTatra T.201
Tatra T-301