J GURNEY NUTTING & Co Limited Bus, Coach, and Limo builders London England UK

J Gurney Nutting & Co Limited

Gurney Nutting Ltd Coachbuilders Plaque

Gurney Nutting Ltd Coachbuilders Plaque

1930 Bentley Speed Six Gurney Nutting Weymann Sportsman's Coupe

Bentley Speed Six 1930
Weymann fixed head coupé
1932 Daimler Double-Six

Daimler Double-Six 1932
close-coupled 4-door sports saloon
for Anna Neagle

J Gurney Nutting & Co Limited was an English firm of bespoke coachbuilders specialising in sporting bodies founded in 1918 as a new enterprise by a Croydon firm of builders and joiners of the same name. The senior partner was Mr John (Jack) Gurney Nutting (1871–1946).

Nutting had done well from wartime government building contracts and with his partner from that business, a man named Cresswell, they set up operations in the old Marlborough Carriage Works in Oval Road, Croydon.

The first Gurney Nutting designs made their appearance at the London Motor Show in October 1920. In 1921 they displayed their ‘all weather’ body, the roof folded in the usual way but the great beauty of the arrangement was the side windows – they simply lowered into the doors.

After the Croydon premises were destroyed by fire during Easter 1923 the business was moved nearer their customers to the upmarket address of Elystan Street, off King’s Road Chelsea, London SW3.

Chelsea

1931 Malcolm Campbell's

Malcolm Campbell’s 1931
Blue Bird
1933 Rolls-Royce Phantom II Continental Gurney Nutting Sedanca DHC green
Rolls-Royce Phantom II Continental 1933

coupé de ville

Here, in what had been an artists’ colony, they established their remarkable reputation for creating sumptuous cars with panache, with apparently naturally balanced proportions and which were beautifully executed.
1924 brought two events that lifted the firm into prominence. The purchase of a licence to employ the Weymann technique of body construction gave a new silence and lightness to the cars of their customers who selected it and, more important, Scotsman A F McNeil

(1891–1965), ‘Mac’, who had been with Cunard, joined the firm as chief designer. McNeil’s designs would give the firm the greatest and most successful of its years. The Weymann construction forced a square-rigged style but McNeil’s designs had a carefully calculated relationship in their proportions which seemed instinctively right.

Royal patronage

1935 Duesenberg J Gurney Nutting Speedster Duesenberg J 1935

speedster

In June 1926 a 21 hp Lanchester chassis fitted with a Weymann body was delivered to the future King George VI. A few months later his younger brother ordered a Weymann body on a Bentley chassis. The stand at the 1926 motor show had just Weymann designs, a 6 12-litre Bentley in black above white and a beautiful 37 hp Hispano-Suiza in black above primrose.

1948 BristolL6 Gurney Notting Bodywork

1948 BristolL6 Gurney Notting Bodywork

1948 SeddonMK4 Gurney Notting Body

1948 SeddonMK4 Gurney Notting Body

1950 Gurney Nutting coach body on a Maudslay Marathon III chassis

1950 Gurney Nutting coach body on a Maudslay Marathon III chassis

1951 Dennis Lancet III with an imposing Gurney Nutting FC37F body

1951 Dennis Lancet III with an imposing Gurney Nutting FC37F body

1952 Bedford OB had a (Duple Vista)involved in a serious accident was then fitted with a Gurney Nutting C29F body

1952 Bedford OB had a (Duple Vista)involved in a serious accident was then fitted with a Gurney Nutting C29F body

1952 Dennis L6 Falcon with Gurney Nutting B30F bodywork

1952 Dennis L6 Falcon with Gurney Nutting B30F bodywork

AEC Regal III Gurney Nutting

AEC Regal III Gurney Nutting

Gurney Nutting C33F bodied Leyland Tiger PS1-1

Gurney Nutting C33F bodied Leyland Tiger PS1-1

Gurney Nutting C37C bodied AEC Regal IV

Gurney Nutting C37C bodied AEC Regal IV

Albion Valiant (SPV 70)

Gurney Nutting. void. Thomas Harrington Coachbuilders Albion Valiant SPV 70 rear © SimonCars

The car which built their reputation for the customers who really mattered was built in 1928 for the style-setter of the time. In January 1928 the Prince of Wales, later Edward VIII, later still Duke of Windsor, commissioned a Weymann body on a 4 12-litre Bentley which was to have a high waistline with shallow windows allowing passengers a little more privacy. The “Prince of Wales” body style became a best-seller. At the beginning of 1931 Nuttings received a Royal Warrant appointing the firm Motor Body Builders to His Royal Highness The Prince of Wales.

The end of Weymann bodies

A 1929 show car, a Bentley Speed Six Sportsman’s coupé, used a specially polished fabric material to look as if it were an old-fashioned coachbuilt body. The economic crisis hit. Noting how the older Weymann bodies showed their age the customers, those still able to buy, began to choose glossy cellulose-finished more rounded and traditionally coachbuilt bodies. Metal panels replaced fabric on some Weymann bodies but the time of Weymann flexible coachwork was over by 1932.

Full of confidence, on September 4, 1930, Nuttings moved, less than a mile, to badly needed, more spacious, premises in Lacland Place SW10. A few weeks later they showed at Olympia a metal panelled Weymann Bentley Sportsman’s coupé beside another Bentley of traditional construction for the first time exhibiting Nutting’s trademark, a deep chrome-plated beading strip running from the grille to above the rear mudguards and emphasising the sweeping new lines of the car.

J Gurney Nutting built the body for Malcolm Campbell’s 1931 Blue Bird world speed record car.

The height of fashion

The 1930s were the firm’s greatest years. Bodies were built to order on other chassis but mostly these were the years of the Rolls Royce and Bentley saloons, coupés de ville and sedancas de ville. McNeil’s proportions and elegant, sweeping curves remained faultless.

Near the end of the decade Jack Barclay tempted A F McNeil to James Young Limited and his place was taken by John Blatchley (1913–2008), still in his early twenties. Blatchley was a graduate of The College of Aeronautical and Automobile Engineering in Chelsea and The Regent Street Polytechnic recruited by McNeil. After the war he was appointed chief stylist of Rolls Royce and Bentley and he retired from there in 1969. A F McNeil remained John Blatchley’s teacher mentor and friend for many years.

In 1940 an interesting straight-eight Daimler limousine emerged from Lacland Place, the curves replaced by razor edges. The Daimler had been given square-cornered windows, a flat waistline and a raked but square-edged tail. It was greeted as “very very handsome, in a totally new idiom” but there was a war on.

1935 Rolls-Royce 20-25 Gurney Nutting Saloon

The End of Twenty Years of Brilliance

Bentley MK VI Teardrop Coupé

Bentley Mark VI teardrop coupé de ville

With the outbreak of World War II all coachbuilding work was suspended. During the war Gurney Nutting built boats, from lifeboats to patrol boats. In 1945 the business was renamed Gurney Nutting Ltd, styling themselves as “coachbuilders and engineers” and became part of the Jack Barclay group which had acquired James Young Limited in 1937. John Gurney Nutting, who remained a director, was in ill-health and died 10 February 1946 aged 75. The works moved to Lombard Road, Morden Road, Merton, SW19, with some work done at the James Young premises in Bromley. However, the demand for bespoke one-off bodies for cars died away in the post-war years and their last Motor Show stand was in 1948, when they showed two cars built on the Bentley Mark VI chassis. However, they also built full-size bus and coach bodies and were still carrying out production of these in late 1952, closing sometime after.

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ENGLISH ELECTRIC Busbodybuilders and lots more

English Electric

The English Electric Company Limited
Fate Merged with
General Electric Company plc
Successors General Electric Company plc
Spin-offs:
British Aircraft Corporation
International Computers Limited
Founded 1918
Defunct 1968
Headquarters Strand, London
Subsidiaries Napier & Son (1942–)
The Marconi Company(1948–)
Vulcan Foundry (1955–)
Robert Stephenson and Hawthorns (1955–)
English Electric Aviation (1958–)
English Electric Leo Marconi(1964–)

English Electric was a 20th-century British industrial manufacturer, initially of electric motors, and expanding to include railway locomotives and aviation, before becoming part of The General Electric Company GEC.

1918 The English Electric Company was formed as a public company, chaired by Sir Charles Ellis, who was also chairman of John Brown and Co. The company acquired: Coventry Ordnance Works and Phoenix Dynamo Manufacturing Co of Bradford.

1919 English Electric acquired Dick, Kerr and Co of Preston, which owned:

Dick, Kerr and Co‘s traction activities were concentrated in Preston and continued there until 1930.

English Electric also bought the Stafford works of Siemens Brothers Dynamo Works.

1920 10,000 employees .

1920 Working arrangement with Siemens Brothers and Co to reduce sales costs.

1921 Formalised the sales arrangement with Siemens Brothers and Co in the form of a joint venture English Electric and Siemens Supplies Ltd which had taken over the sales activities of the company and some of those activities of Siemens.

1924 Siemens Brothers and Co was a substantial shareholder in English Electric Co, as a consequence of the purchase of the dynamo works at Stafford.

1924 tram 57, one of a batch of six 70 seaters built by English Electric

1924 tram 57, one of a batch of six 70 seaters built by English Electric

1925 Had worldwide experience with the Fullagar diesel engine which the company had developed for land use and was proving to be a very reliable means of driving electricity generators

1926 EYB-EE3

1926 Some of the constituent companies, Phoenix Dynamo Manufacturing Co and Dick, Kerr and Co, had built flying boats during WWI. The aircraft department closed after the last English Electric Kingstonflying boat was built.

1927 See Aberconway for information on the company and its history.

1927 Also see Aberconway for information on the company and its history.

1927 One of the UK’s major electrical-machinery and plant manufacturers, others beings GEC, BTH,Metropolitan-Vickers, and C. A. Parsons and Co .

Late 1920s EE was in a parlous financial state. A complex financial reorganisation, apparently backed by American Westinghouse interests, was needed to save it.

1930 The manufacture of electrical equipment was moved to Bradford. Tramcar, bus body, and rolling stock production stayed at Preston.

1930 The man most associated with EE, George Nelson, became managing director.

1930s EE supplied equipment for the electrification of the English Southern Railway system, which gave it a strong position in the traction market.

1931 AEC Regal built with English Electric

1931 AEC Regal built with English Electric1931 AEC Regal with single deck English Electric 30 seat body

1931 AEC Regal with single deck English Electric 30 seat body

1931 AEC Regal-English Electric single deckers 203 (front, JN823) and 204 (back, JN824) thss203d

1931-aec-regal-english-electric-single-deckers-203-front

1931 AEC Regals 204, JN824 with English Electric body

1931-aec-regals-with-english-electric-b30d-body

1931 Daimler with English Electric B30D body ss203a

1931-daimler-with-english-electric-b30d-body-ss203

1931 v151-p294 1931 Veteran Southend AEC Regal 203, JN823 English Electric body

1931-veteran-southend-aec-regal-203-jn823-english-electric-body

1933 EnV156-p626 1933.Double Deck Trolley Bus AEC and E. E. C.

1934. Tram Blackpool 249. Exhibit at Crich Tramway Museum.

1934. Tram Blackpool 249. Exhibit at Crich Tramway Museum.

1935 AEC 661T with English Electric H26-24R body

1935-aec-661t-with-english-electric-h26-24r-body

1935 Leyland TD4 as 115 with an English Electric H26-24R body

1935-leyland-td4-as-115-with-an-english-electric-h26-24r-body

1935 Leyland TD4 as 117 with an English Electric H26-24R body.

1935-leyland-td4-as-117-with-an-english-electric-h26-24r-body

1935 Leyland TD4 with an English Electric O26-24R body

1935-leyland-td4-with-an-english-electric-o26-24r-body

1935 Leyland TD4 with English Electric body

1935-leyland-td4-with-english-electric-body.

1935 Leyland TS7 with English Electric C31F body

1935-leyland-ts7-with-english-electric-c31f-body

1935-vintage English Electric-bodied Leyland TD4

1935-vintage-english-electric-bodied-leyland-td4

1935-vintage English Electric-bodied Leyland TD4a

1935-vintage-english-electric-bodied-leyland-td4

1936 Leyland Tiger TS7 with English Electric B35C

1936-leyland-tiger-ts7-with-english-electric-b35c

1936 Leyland TS7 with an English Electric C32F body.

1936-leyland-ts7-with-an-english-electric-c32f-body

1936 Leyland TS7 with English Electric body

1936-leyland-ts7-with-english-electric-body

1936 Samuel Ledgard CUG841 seen here at Yeadon is a Leyland TS7 with an English Electric C32F body

1936-samuel-ledgard-cug841-seen-here-at-yeadon-is-a-leyland-ts7-with-an-english-electric-c32f-body

1937 British Industries Fair Advert for domestic electrical goods; fuse gear and fuse fittings. Electric Cookers, fires, Water Heaters, Washing Machines, Iron, F.H.P. Motors. High Rupturing Capacity Industrial Fuse Gear. Distribution Boards, Fuse Switchgear, Overhead Busbar System. sub-station Fuse Gear. Rural Distribution Fuse Fittings. Cartridge Fuses. (Electricity: Industrial and Domestic Section – Stand No. Cb.609)

1937 AEC Regents with English Electric L27-26R body

1937-aec-regents-with-english-electric-l27-26r-body

1938 SOS SON with English Electric B38F body

1938-sos-son-with-english-electric-b38f-body.

1938 SOS SON f with English Electric B38F body

1938-sos-son-f-with-english-electric-b38f-body.

1938 Leyland TD6c which with an M.C.C.W. H28-24R body

1938-leyland-td6c-which-with-an-m-c-c-w-h28-24r-body

1938 EnV165-p114 1937 Leyland TS8 with English Electric B35C body

1937-leyland-ts8-with-english-electric-b35c-body

1937 English Electric B35C bodied Leyland TS7

1937-english-electric-b35c-bodied-leyland-ts7

1937 AEC-English Electric double decker

1937-aec-english-electric-double-decker.

1939 Thornes, Bubwith operated this ex-Northern General SE4, CPT921 with English Electric B40F body

1939 Thornes, Bubwith operated this ex-Northern General SE4, CPT921 with English Electric B40F body

1939 Acquired Samlesbury Aerodrome in Lancashire and starts construction of the Handley Page Hampden and Handley Page Halifax.

1940 Daimler COG5 - English Electric H28-26R

1940 Daimler COG5 – English Electric H28-26R1940 Daimler COG5 with English Electric H28-26R body

1940 Daimler COG5 with English Electric H28-26R body

1940 Leyland TB5 - English Electric H28-26R

1940 Leyland TB5 – English Electric H28-26R

WWII: development in the Guided Missiles Division at Luton on analog computers, based on thermionic valve technology and intended for military applications. The machine resulting from this development was code-named the Luton Analogue Computing Engine (LACE).

1942 The company took over Napier and Son, an aero-engine company, and this helped establish the company’s aircraft division. Company factories were converted to build the Handley Page Halifax heavy bomber.

1944 Producing 180 bhp engines for rail cars at the old Willans Works at Rugby.

1945 and after: EE invested heavily in aircraft design. W. E. W. Petter, the chief designer at Westland moved to English Electric to set up the new aircraft division, leading to major successes in the 1950s with the English Electric Lightning interceptor aircraft and the Canberra tactical bomber, which was still flying in 2005 in reconnaissance and other roles with many air forces, including the Royal Air Force.

1946 English Electric Co acquired the holding of Cable and Wireless in Marconi’s Wireless Telegraph Co. This reflected an intention to diversify the business from heavy electrical engineering to (what was seen as) the new field of electronics. As well as the whole of the share capital in Marconi’s Wireless Telegraph Co, this also gave EE 42% of Marconi International Marine Co and the entirety of Marconi Instruments Ltd. Established English Electric Valve Co to hold the ex-Marconi valve business.

1949 the National Physical Laboratory chose the English Electric Co as industrial partner in computer development, following its Automatic Computing Engine (ACE) project; industry was seen to be needed to improve reliability and performance of the machine. The new computer was called the Digital Electronic Universal Computing Engine (DEUCE).

1952 The Nelson Industrial Estate at Kidsgrove, Staffordshire was begun with construction of a building for electrical engineering on West Avenue which was the “main works” of English Electric

1953 Manufacturer of TV sets

1954 Production of the LACE computer was transferred to Kidsgrove but cut short by the increasing competition of digital computers.

1955 the first version of DEUCE was released, built at Kidsgrove.

1955 EE took over the Vulcan Foundry and Robert Stephenson and Hawthorns, both with substantial railway engineering pedigrees. EE also made steam turbines.

1955 Four industrial groups formed to exploit the information being made available by UKAEA on design of nuclear power “furnaces” – Industrial Atomic Energy Group involving AEI and John Thompson with electrical generating expertise from Metropolitan-Vickers and BTH; English Electric Co and Babcock and Wilcox; C. A. Parsons and Co and Head, Wrightson and Co; GEC and Simon-Carves Ltd.

1958 EE’s aviation business was set up separately, as English Electric Aviation Ltd.

1958 Establishment of a joint company with Automatic Telephone and Electric Co and Ericsson Telephones to develop and manufacture transistors in greater quantities called Associated Transistors.

1960 EE tried to take over one of the other major British electrical companies, GEC.

1960 Rights issue, to fund developments in electric power, EE’s share in the purchase of Hunting Aircraft and establishment of Associated Transistors; English Electric Valve Co‘s interests in transistors had been merged into that company also.

Early 1960s Under government pressure EE rationalised its aircraft division, which later became part of the new British Aircraft Corporation (BAC), English Electric having a 40% stake in BAC.

1961 Group with 22 subsidiaries. Employed 84,200 persons in the group

1961 English Electric Co acquired W. H. Dorman and Co.

1962 New wholly-owned subsidiary formed: English Electric Traction to bring all railway related activities under one management. These included The Vulcan Foundry, Robert Stephenson and Hawthorns and W. G. Bagnall.

1962 The Luton factory was closed; computer production was relocated to Stevenage, later to become part of ICL.

1963 New wholly-owned subsidiary formed: English Electric Diesel Engines to bring under central control all of its interests in diesel engines, including those in W. G. Bagnall and the Deltic division of D. Napier and Son .

1963 English Electric’s guided weapons division was taken over by BAC.

1963 LEO Computers was merged into a joint venture with English Electric which was named theEnglish Electric LEO Co.

1964 English Electric LEO Co became a wholly owned subsidiary of the English Electric Co. English Electric’s Marconi computer operations were merged with it, forming English Electric Leo Marconi.

1964 English Electric wash machine 1964 IMG 9474

1964 English Electric wash machine

1966 Acquired Ruston and Hornsby and Davey, Paxman and Co to become part of English Electric Diesel Engines Ltd

1966/7 Acquired J. G. Statter and Co, a small company involved in transformers and switchgear.

1967 English Electric took over transformer and switchgear company Combined Electrical Manufacturers Ltd, at the same time as AEI was also acquiring a company involved in transformers.

1967 Supplied the turbine generators for Retford power station.

1967 in the first deal arranged by the Industrial Reorganization Corporation, English Electric Co took over Elliott Automation to form the leading European group in computing and process control.

1967-1968 Failed bid for EE by Plessey Co.

1968 Details of their Mechanical Engineering Laboratory at Whetstone.

1968 Announce agreement to develop hydraulic turbo-machinery.

1968 English Electric Leo Marconi was merged with International Computers and Tabulators (ICT) and others to form International Computers Limited (ICL).

1968 English Electric Diesel Engines Ltd was renamed English Electric Diesels Ltd, which includedDavey, Paxman and Co, Dorman (Stafford), Napier, Kelvin (Glasgow), and English Electric.

1968 GEC took over English Electric Co

1968 One of the 2 new companies formed to design and build nuclear power stations was namedBalfour English Electric Nuclear

1969 Balfour English Electric Nuclear was renamed British Nuclear Design and Construction.

 Royal Air Force 1939-1945- Bomber Command C1180Royal Air Force 1939-1945- Bomber Command C1180
 Two Hampden bombers 9 April 1940

 Napier Deltic EngineNapier Deltic engine, cut away for display

 De Havilland Vampire T11 (DH-115) Point Cook Vabre

de Havilland Vampire T11

 Railways

EKD EN80 (5)

 Preserved 1927 EN80 English Electric tram, the last example of a fleet of 20 once used by the Warsaw Commuter Railway
Canberra.pr9.takeoff.arp
Canberra.pr9.takeoff.arp

English Electric Canberra PR.9 of the RAF, 2006

Lightning.xm215.arp.750pix

lightning-xm215-arp

English Electric Lightning F6, UK - Air Force AN1564287 Lightning arrowLightning diamondEnglish Electric Lightning formation Ysterplaat Airshow-2006-09-231930 London Post Office Railway 1930 Stock1930 London Post Office Railway Stock

1964 English Electric wash machine 1964 IMG 9474

1964 English Electric wash machine

Lightning.inflight.arp.750pix

Lightning.inflight

 British Rail Class 83 E3035 on display at Doncaster Works open day on 27 July 2003.
50035 'Ark Royal' at Doncaster Works
 British Rail Class 50 50035 Ark Royal at Doncaster Works on 27 July 2003.
NZR EO class locomotive 03
Tgr za bell bay
Tasmanian Government Railways Za class locomotive at Bell Bay  in February 1978
1986 C1702 Busselton, 1986
There is so much more, but to much for this blog.
I Finish
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