The Rover Company Limitedwas a British car manufacturing company originally founded in 1878, beginning car manufacturing in 1904. It primarily operated from its base inSolihull,Warwickshire.Rover also manufactured theLand Rover seriesfrom 1948 onwards, and created theRange Roverin 1970, which went on to become its most successful and profitable product.Land Rovereventually became a separate company and brand in its own right.
 | |
| Industry | Automotive industry Motorcycle industry (until 1925) Bicycle industry(until 1925) |
|---|---|
| Founded | 1878 |
| Founder | John Kemp Starley& William Sutton |
| Defunct | 1967 |
| Fate | Merged intoLeyland Motors |
| Successor | British Leyland Motor Corporation |
| Headquarters | England: Coventry,Warwickshire (1904–47) Solihull,Warwickshire (1947–1967) |
Key people | Spencer&Maurice Wilks (Management & Engineering, 1929–63) John Towers |
| Products | RoverAutomobiles Motorcycles (until 1925) Bicycles (until 1925) Land RoverAll terrain vehicles |
| Subsidiaries | Alvis Cars(1965–67) |
Rover was bought byLeyland Motorsin 1967, which had already acquiredStandard-Triumphseven years earlier. Initially, Rover maintained a level of autonomy within the Leyland conglomerate, but by 1978, Leyland – by thenBritish Leyland(BL) – had run into severe financial difficulties and had beennationalizedby theBritish Government.Most of the assets of the former Rover Company were moved into a new BL subsidiary namedLand Rover Ltdwhilst theRovermarqueitself continued to be used on other BL products which relied largely onHondaengineering. Nevertheless, Rover ultimately became the most prolific brand within BL and gave its name to the entire conglomerate in the form of theRover Groupin 1986, of which MG,Miniand Land Rover remained a part until the Rover Group was broken up byBMWin 2000.
Currently, the Rover marque is the dormant property of the Rover Company'sde factosuccessor –Jaguar Land Rover(owned byTata Motors), which still operates out of Rover's Solihull plant.
History
editEarly history
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The company was founded byJohn Kemp Starleyand William Sutton in 1878. Starley had previously worked with his uncle, James Starley (father of the cycle trade), who began by manufacturing sewing machines and switched to bicycles in 1869.
The first product of the new company was atricyclemanufactured by Starley & Sutton Co. ofCoventry,England, in 1883.
In the early 1880s bicycles were the relatively dangerouspenny-farthingsand high-wheel tricycles. J.K. Starley made history in 1885 by producing the Roversafety bicycle—a rear-wheel-drive,chain-driven cycle with two similar-sized wheels, making it more stable than the previous high-wheel designs. Cycling Magazine said the Rover had "set the pattern to the world"; the phrase was used in their advertising for many years. Starley's Rover is usually described by historians as the first recognisably modern bicycle.[1]
In 1889, the company became J.K. Starley & Co. Ltd., and in the late 1890s, the Rover Cycle Company Ltd. The words for "bicycle" inPolish(rower) andBelarusian(ро́вар,rovar) are derived from the name of the company. The word ровер (rover) is also used in many parts of western Ukraine.
Rover started buildingmotorcyclesthen cars using their Viking longship badge from 1904.
Rover motorcycles
editIn 1899 John Starley imported some of the earlyPeugeotmotorcycles from France in for experimental development. His first project was to fit an engine to one of his Rover bicycles. Starley died early in October 1901 aged 46 and the business was taken over by entrepreneurH. J. Lawson.[2]
The company developed and produced theRover Imperialmotorcycle in November 1902. This was a 3.5 hp diamond-framed motorcycle with the engine in the centre and 'springer' front forks which was ahead of its time.[3]This first Rover motorcycle had innovative features such as a spray carburettor, bottom-bracket engine and mechanically operated valves. With a strong frame with double front down tubes and a good quality finish, over a thousand Rover motorcycles were sold in 1904. The following year, however, Rover stopped motorcycle production to concentrate on their 'safety bicycle' but in 1910 designer John Greenwood was commissioned to develop a new 3.5 hp 500 cc engine with spring-loaded tappets, a Bosch magneto and an innovative inverted tooth drive chain. It had a Brown and Barlow carburettor and Druid spring forks. This new model was launched at the 1910 Olympia show and over 500 were sold.
In 1913 a 'TT' model was launched with a shorter wheelbase and sports handlebars. The 'works team' ofDudley NobleandChris Newsomehad some success and won the works team award.[3]
Rover supplied 499 cc single-cylinder motorcycles to theRussian Armyduring theFirst World War.[3]The company began to focus on car production at the end of the war, but Rover still produced motorcycles with 248 cc and 348 cc Rover overhead valve engines and withJAPengines, including a 676 ccV-twin.[4]In 1924 Rover introduced a new lightweight 250 cc motorcycle with unit construction of engine and gearbox. This had lights front and rear as well as a new design of internal expanding brakes.[3]
Poor sales of their motorcycles caused Rover to end motorcycle production and concentrate solely on the production of motor cars. Between 1903 and 1924 Rover had produced more than 10,000 motorcycles.[4]
Early Rover cars
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In 1888, Starley made anelectric car,but it was never put into production.
Three years after Starley's death in 1901, and H. J. Lawson's subsequent takeover, the Rover company began producing automobiles with the two-seaterRover Eightto the designs of Edmund Lewis, who came from Lawson'sDaimler.Lewis left the company to joinDeasyin late 1905.
He was eventually replaced by Owen Clegg, who joined fromWolseleyin 1910 and set about reforming the product range. Short-lived experiments with sleeve valve engines were abandoned, and the12hpmodel was introduced in 1912. This car was so successful that all other cars were dropped, and for a while, Rover pursued a "one model" policy. Clegg left in 1912 to join the French subsidiary ofDarracq and Company London.
During theFirst World War,they made motorcycles, lorries toMaudslaydesigns, and, not having a suitable one of their own, ambulances to aSunbeamdesign.
Restructure and reorganisation
editThe business was not very successful during the 1920s and did not pay a dividend from 1923 until the mid-1930s. In December 1928 the chairman of Rover advised shareholders that the accumulation of the substantial losses of the 1923–1928 years together with the costs of that year's reorganisation must be recognised by areduction of 60 per cent in the value of capitalof the company.[5][6]
During 1928Frank Searlewas appointed managing director to supervise recovery. Searle was by training a locomotive engineer with motor industry experience at Daimler and, most recently, had been managing director ofImperial Airways.
the first car to be developed after the Wilks brothers, Spencer and Maurice, joined Rover
On his recommendationSpencer Wilkswas brought in fromHillmanas general manager and appointed to the board in 1929. That year, Searle split Midland Light Car Bodies from Rover in an effort to save money[7]and instructed Robert Boyle andMaurice Wilksto design a new small car.
This was theRover Scarabwith a rear-mounted V-twin-cylinder air-cooled engine announced in 1931, a van version was shown at Olympia, but it did not go into production.[8]During this time theRover 10/25was introduced, with bodies made by thePressed Steel Company.This was the same body as used on theHillman Minx.Prior to this time Rover had been a great supporter of the very lightWeymannbodies that went suddenly out of fashion with the demand for shiny coachwork and more curved body shapes. Weymann bodies remained in the factory catalogue until 1933.
Frank Searle and Spencer Wilks set about reorganising the company and moving it upmarket to cater for people who wanted something "superior" toFordsandAustins.In 1930 Spencer Wilks was joined by his brother, Maurice, who had also been at Hillman as chief engineer. Spencer Wilks was to stay with the company until 1962, and his brother until 1963.
The company showed profits in the 1929 and 1930 years but with the economic downturn in 1931 Rover reported a loss of £77,529. 1932 produced a loss of £103,000 but a turn around following yet more reorganisation resulted in a profit of £46,000 in 1933.[9]The new assembly operations in Australia and New Zealand were closed.
Frank Searle left the board near the end of the calendar year 1931, his work done.[7]
Building on successes such as beatingthe Blue Trainfor the first time in 1930 in theBlue Train Races,the Wilks Brothers established Rover as a company with several Europeanroyal, aristocratic, and governmental warrants,and upper-middle-class and star clients.[10]
Second World War and gas turbines
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In the late 1930s, in anticipation of the potential hostilities that would become theSecond World War,the British government started a rearmament programme, and as part of this, "shadow factories"were built. These were paid for by the government but staffed and run by private companies. Three were run by Rover: one, atAcocks Green,Birmingham, started operation in 1937, a second, larger one, atSolihull,started in 1940 and the third, at Drakelow Tunnels, Kidderminster, started in 1943. All three were employed making aero engines and airframes. The original main works at Helen Street, Coventry, was severely damaged bybombing in 1940and 1941 and never regained full production.
In early 1940, Rover was approached byFrank Whittleto do work for Whittle's company,Power Jets.[11]This led to a proposal from Power Jets in which Rover would put forward £50,000 of capital in exchange for shares in Power Jets. Rover contacted theAir Ministry(AM) regarding the proposal, which ultimately led to an arrangement between Rover and former Power Jets contractorBritish Thomson-Houston(BTH) to develop and produce Whittle's jet engine. The Air Ministry had left Whittle and Power Jets out of these negotiations.[12]Rover chief engineer Maurice Wilks led the team to develop the engine, improving the performance over the original Whittle design.[12]The first test engines to theW.2Bdesign were built in Bankfield Shed, a former cotton mill inBarnoldswick,Lancashire which Rover moved into in June 1941 (along with Waterloo Mill inClitheroe). Testing commenced towards the end of October 1941.[13]
A need for greater expertise within the project,[12]along with difficult relations between Rover management and Frank Whittle[14](not least because Rover under AM approval had secretly designed a different engine layout, known within Rover as the B.26, which they thought was superior), led to Rover handing over their part in the jet engine project and the Barnoldswick factory toRolls-Roycein exchange for the latter'sMeteortank engine factory at Ascot Road, Nottingham, the result of a handshake deal between Rover's Spencer Wilks and Rolls-Royce'sErnest Hivesmade in a local inn in Clitheroe.[15]The official hand-over date was 1 April 1943,[13]though there was a considerable overlap, and several key Rover staff such asAdrian Lombardand John Herriot, the latter being at Rover on secondment from the Air Inspection Department (AID) of the AM, moved to Rolls-Royce. In exchange for the jet engine project and its facilities, Rover was given the contract and production equipment to make Meteor tank engines,[14]which continued until 1964. The Meteor engine was superseded for new tanks in 1962, and as Rover wanted more manufacturing capacity for theLand Roverthey transferred the manufacture of Meteor spare parts for the British and other governments back to Rolls-Royce at Shrewsbury.[16]Although Rolls-Royce underStanley Hookerwere soon to be able to start producing the Whittle-designed W.2B/23 engine (known within Rover as the B.23, later named by Rolls-Royce theWelland), they evaluated the 4 Lombard/Herriot re-designed Rover W.2B/B.26 engines under test at the time of the takeover, and selected the Rover design for their own jet engine development (it became theRolls-Royce Derwentengine).
After the Second World War, the company abandoned Helen Street and bought the two shadow factories. Acocks Green carried on for a while, making Meteor engines for tanks such as theCenturionandConqueror,and Solihull became the new centre for vehicles, with production resuming in 1947. This was the year Rover produced the Rover 12 Sports Tourer. 200 cars were built for the export market but all had RHD so many cars stayed in the UK. Solihull would become the home of theLand Rover.
Experimental cars
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Despite the difficulties experienced with the jet engine project, Rover was interested in the development of the gas turbine engine to power vehicles.[17]In 1945, Rover hired engineers Frank Bell andSpen Kingaway from Rolls-Royce to assist Maurice Wilks in the development of automotive gas turbines.[18]By 1949, the team developed a turbine that ran at 55,000 rpm,[18]produced more than 100 horsepower (75 kW),[19]and could run on petrol,paraffin,ordieseloil.[20]Rover's early turbine engines consumed fuel at a rate much greater than piston engines, equivalent to 6 miles per imperial gallon (5.0 mpg‑US;47 L/100 km). Although fuel consumption was later reduced by using aheat exchanger,it was never as low as that of contemporary piston engines.[20]
In March 1950, Rover showed theJET1prototype, the first car powered with agas turbineengine, to the public.[21]JET1, an open two-seattourer,had the engine positioned behind the seats, air intake grilles on either side of the car,[22]and exhaust outlets on the top of the tail.[23]During tests, the car reached a top speed of 88 mph (142 km/h).[citation needed]After being shown in the United Kingdom and the United States in 1950,[24]JET1 was further developed,[25]and was subjected to speed trials on theJabbekehighway in Belgium in June 1952,[26]where it exceeded 150 miles per hour (240 km/h).[27]JET1 is currently on display at theLondon Science Museum.
Four further prototypes were built, the P4-based front-engined T2 and rear-engined T2A saloons,[28]the rear-engined four-wheel-driveT3 coupé,[29]and the front-engined front-wheel drive T4 saloon.[30]
Rover and the BRM Formula One team joined forces to produce theRover-BRM,a gas turbine-powered sports prototype that entered the 196324 hours of Le Mans,driven byGraham HillandRichie Ginther.[31]It averaged 107.8 mph (173 km/h) and had a top speed of 142 mph (229 km/h).
Rover also ran several experimentaldiesel engineprojects in relation to theLand Rover.The 2-litre, 52 horsepower (39 kW) diesel unit designed and built by Rover for its4x4had entered production in 1956 and was one of Britain's first modern high-speed automotive diesel engines. Experimental projects were undertaken to improve the engine's power delivery, running qualities, and fuel tolerances.British Armyrequirements led to the development of a multifuel version of the 2.25-litre variant of the engine in 1962, which could run on petrol,diesel,Jet-A,orkerosene.However, the engine's power output when running on low-grade fuel was too low for the Army's uses. Rover developed a highly advanced (for the time)turbodieselversion of its engine in the mid-1960s to power its experimental '129-inch' heavy dutyLand Roverdesigns. This 2.5-litre engine used aturbochargerbuilt by Rover's gas turbine division as well as anintercooler.This was one of the first times these features had been incorporated on such a small-capacity diesel unit, but they were not adopted.
After the Leyland Motor Corporation takeover, the Rover Gas Turbine was used in a number of Leyland trucks, including one shown at the 1968 Commercial Motor Show. Rover gas turbines also powered the firstAdvanced Passenger Train.
Golden years
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The 1950s and '60s were fruitful years for the company. TheLand Roverbecame a runaway success (despite Rover's reputation for making upmarket saloons, the utilitarian Land Rover was actually the company's biggest seller throughout the 1950s, '60s, and '70s), as well as the P5 and P6 saloons equipped with a3.5L (215ci) aluminium V8(the design and tooling of which was purchased fromBuick) and pioneering research into gas turbine-powered vehicles.
As the '60s drew to a close Rover was working on a number of innovative projects. Having purchased theAlviscompany in 1965 Rover was working on a V8-poweredsupercarto sell under the Alvis name. The prototype, called the P6BS, was completed and the finalised styling and engineering proposal, the P9, was drawn up. Rover was also working on the P8 project which aimed to replace the existing P5 large saloon with a modern design similar in concept to a scaled-up P6.
WhenLeyland Motorsjoined withBritish Motor Holdingsand Rover andJaguarbecame corporate partners these projects were cancelled to prevent internal competition with Jaguar products. The P8 in particular was cancelled in a very late stage of preparation- Rover had already ordered the dies and stamping equipment for making the car's body panels atPressed Steelwhen ordered to stop work.
Rover continued to develop its '100-inch Station Wagon', which became the ground-breakingRange Rover,launched in 1970. This also used the ex-Buick V8 engine as well as the P6's innovative safety-frame body structure design and features such as permanentfour-wheel driveand all-rounddisc brakes.The Range Rover was initially designed as a utility vehicle which could offer the off-road capability of the Land Rover, but in a more refined and car-like package.
Mergers to LMC and BL
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In 1967, Rover became part of theLeyland Motor Corporation(LMC), which already ownedTriumph.The next year, LMC merged withBritish Motor Holdings(BMH) to become theBritish Leyland Motor Corporation(BLMC). Rover was grouped together with Triumph and Jaguar in the Specialist Division, which was the performance-luxury division of BLMC. This was the beginning of the end for the independent Rover Company, as the Solihull-based company's heritage drowned beneath the infamous industrial relations and managerial problems that beset the British motor industry throughout the 1970s.
Whilst Jaguar retained much of its independence within the Specialist Division, the former Rover and Triumph organisations worked on a series of shared projects throughout the 1970s - but the only Rover product to be launched was theRover SD1(Specialist Division No.1) in 1976, and was the final car that can be thought of as coming from the original Rover Company lineage, being designed by ex-Rover engineers and was initially produced at Solihull. In 1978, British Leyland created a new subsidiary known asLand Rover Limitedwhich encompassed much of the original assets of the Rover Company and the production of the Series Land Rover and Range Rover, which by now had become one of the beleaguered conglomerate's most profitable product lines. Production of the Rover SD1 moved to the former BMC/Morris plant inCowleyin 1982, signalling the end for Rover-badged car production at the historic Lode Lane site.
Models
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Launched under the independent Rover Company pre-merger (1904–1967)
edit- 1904–1912Rover 8
- 1906–1910Rover 6
- 1906–1907Rover 10/12
- 1906–1910Rover 16
- 1906–1910Rover 20
- 1909–1912Rover 122-cylinder
- 1908–1911Rover 15
- 1910–1912Rover 12sleeve-valve
- 1912–1913Rover 18
- 1912–1923Rover 12Clegg
- 1919–1925Rover 8
- 1922–1923Rover 6/21
- 1924–1927Rover 9/20
- 1925–1927Rover 14/45
- 1926–1929Rover 16/50
- 1929–1930Rover Light Six
- 1930–1931Rover Light Twenty
- 1927–1947Rover 10
- 1927–1932Rover 2-Litre
- 1932–1934Rover Meteor 16HP/20HP
- 1931–1940Rover Speed 20
- 1932–1933Rover Pilot/Speed Pilot
- 1932–1932Rover Scarab
- 1934–1947Rover 12
- 1934–1947Rover 14/Speed 14
- 1937–1947Rover 16
- 1947–1948Rover 12 Sports Tourer
- 1948–1978Land Rover (I/II/III)—In 1978, BL establishedLand Rover Limitedas a separate subsidiary; it took over Land Rover production.
- 1948–1949Rover P3 (60/75)
- 1949–1964Rover P4 (60/75/80/90/95/100/105/110)
- 1958–1973Rover P5 (3-Litre/3.5-Litre)
- 1963–1976Rover P6 (2000/2200/3500)
See also
edit
Footnotes
editReferences
edit- ^"Cycle market: Moving into the fast lane".The Independent. 26 February 2018.Archivedfrom the original on 20 May 2018.Retrieved22 March2018.
- ^Phillips, Kevin."Rover – How it all began".Archivedfrom the original on 14 October 2008.Retrieved6 February2009.
- ^abcdDe Cet, Mirco (2005). Quentin Daniel (ed.).The Complete Encyclopedia of Classic Motorcycles.Rebo International.ISBN978-90-366-1497-9.
- ^ab"Brief History of the Marque: Rover".Archivedfrom the original on 18 February 2009.Retrieved3 February2009.
- ^City Notes. Rover's 60p.c. Capital Loss.The Times,Monday, 3 December 1928; pg. 23; Issue 45066
- ^High Court of Justice. Chancery Division.,Reduction of capitalThe Times,Tuesday, 12 February 1929; pg. 5; Issue 45125
- ^ab"Rover".British Motor Museum. Archived fromthe originalon 27 September 2011.Retrieved30 March2011.
- ^"The Road that Led to the Beetle".Light Auto.Archivedfrom the original on 13 July 2011.Retrieved30 March2011.
- ^The Rover Company, Substantial Trading Profit, High Quality of Company's CarsThe Times,Tuesday, 10 October 1933; pg. 21; Issue 46571
- ^Robson, Graham (1981).The Rover company(2 ed.). Patrick Stephens.ISBN0-85059-543-6.
- ^Bobbitt 2007,p. 72.
- ^abcBobbitt 2007,p. 73.
- ^abVikings at Waterloo, David S Brooks, Rolls-Royce Heritage Trust,ISBN1 872922 08 2,1996
- ^abBobbitt 2007,p. 74.
- ^Bobbitt 2007,pp. 73–74.
- ^Robotham 1970,p. 160,268.
- ^Bobbitt 2007,pp. 74–75.
- ^abBobbitt 2007,p. 75.
- ^Bobbitt 2007,p. 77.
- ^abBobbitt 2007,p. 78.
- ^Bobbitt 2007,p. 82.
- ^Bobbitt 2007,p. 76.
- ^Bobbitt 2007,p. 81.
- ^Bobbitt 2007,p. 84.
- ^Bobbitt 2007,pp. 84–85.
- ^Bobbitt 2007,p. 86.
- ^Bobbitt 2007,p. 87.
- ^Bobbitt 2007,pp. 89–91.
- ^Bobbitt 2007,pp. 92–94.
- ^Bobbitt 2007,p. 97.
- ^Bobbitt 2007,pp. 100–101.
- Bobbitt, Malcolm (2007) [1994]."III – Gas-Turbines and the Jet Era".Rover P4 Series(revised ed.). Dorchester, UK: Veloce Publishing.ISBN978-1-903706-57-2.Retrieved17 October2014.
- Robotham, William Arthur (1970).Silver Ghosts and Silver Dawn.London: Constable.
External links
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- Keith Adams Austin Rover / Rover Group / MG Rover Resource
- Catalogue of the Rover archives,held at theModern Records Centre, University of Warwick
- Catalogue of the Paul Worm Automotive Industrial Relations Collection of papers concerning Rover,held at the Modern Records Centre, University of Warwick
Video of early Rover motorcycle manufacture: