British motor industry

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The British motor industry was historically centred around Coventry in the West Midlands.

Contents

[edit] History

[edit] The beginnings 1896–1900

The British motor industry started when Frederick Simms became friends with Gottlieb Daimler, who had, in 1885, patented a design for an internal combustion engine. Simms bought the patent rights for the engine and in 1893 he founded a company, The Daimler Motor Syndicate Ltd, to build boats using the engine. In 1895 Harry J. Lawson bought-out Simms' interests in the engine, after realising its potential for road vehicle use. Lawson bought a site in Coventry for car engine and chassis manufacture, and on 1896-01-14 founded the Daimler Motor Company there.[1]

Early motor vehicle development in the UK was hindered by a series of laws introduced during the 19th century, referred to as the Red Flag Act, which severely restricted the use of mechanically propelled vehicles on the public highway. Following intense lobbying from motor vehicle enthusiasts, including Harry J. Lawson of Daimler, the worst restrictions of these acts, the need for each vehicle to be accompanied by a crew of three, and a 2 mph speed limit in towns, was lifted by the Locomotives on Highways Act 1896. In this act light locomotives (those vehicles under 3 tons unladen weight) were exempt from the previous restrictions, and a higher speed limit - 14 mph was set for them. To celebrate the new freedoms, Lawson organised the first London to Brighton run, the "Emancipation Run", which was held on 1896-11-14. [2]

[edit] The stabilisation 1900–1918

The early British vehicles of the late 19th century relied mainly upon developments from Germany and France. By 1900 however, the first all-British 4-wheel car had been designed and built by Herbert Austin as an employee of the Wolseley Sheep Shearing Company (later becoming the Wolseley Motor Company) in Birmingham.[3]

The pioneering car producers, many of them from the bicycle industry, got off to a shaky start. Of the 200 British makes of car that had been launched up until 1913, only about 100 of the firms were still in existence. In 1910 UK vehicle production was 14,000 units. By 1913 Henry Ford had built a new factory in Manchester and was the leading UK producer, building 7310 cars that year, followed by Wolseley at 3000, Humber (making cars since 1898 in Coventry) at 2500, Rover (Coventry car maker since 1904) at 1800 and Sunbeam (producing cars since 1901) at 1700, with the plethora of smaller producers bringing the 1913 total up to about 16,000 vehicles.[4]

[edit] Strong growth 1918–1939

Car production virtually came to an end during the war years 1914–1918, but the pressure of war production encouraged the development of mass-production techniques in the motor industry. By 1922 there were 88 motor companies in the UK, and by 1929, following the slump years, there were 31 companies remaining. In 1929 production was dominated by Morris (founded by William Morris in 1910 in Oxford) and Austin (founded by Herbert Austin in Longbridge in 1905 after he left Wolseley) who between them produced 60% of the UK output. Singer (Coventry motorcycle manufacturer started building cars in 1905) followed in third place that year with 15% of production.[4]

In 1932 Britain overtook France as Europe's largest car producer (a position it stayed in until 1955). By 1937 the UK was producing 380,000 vehicles per annum. To celebrate the granting of his peerage, William Morris upon becoming Viscount Nuffield, reorganised his motor vehicle companies in 1938, which by then included not only Morris Motors and MG, but also Wolseley and Riley (bicycle company founded in Coventry in 1890 and making cars since 1913), into the Nuffield Organisation. In 1939 the top producers were Morris: 27%, Austin: 24%, Ford: 15%, Standard (founded in Coventry in 1903): 13%, Rootes (which had acquired Humber and Sunbeam): 11%, Vauxhall (building cars since 1903, acquired by GM in 1925): 10%.[4]

[edit] World dominance 1939–1955

During the second world war car production gave way to commercial and military vehicle production, and many motor vehicle plants were used for aircraft and aero engine production. Following the war the government controlled the supply of steel, and priority was given to supplying foreign-revenue-raising export businesses. In 1947 steel was available only to businesses with 75% of production being exported. This, coupled with the inevitable limited competition from Europe, and with demand for new vehicles in America and in Australia being greater than the American industry alone could supply, resulted in British vehicle exports reaching record levels. Britain became the world's biggest motor vehicle exporter. In 1937 Britain provided 15% of world vehicle exports, by 1950, a year in which 75% of British car production and 60% of its commercial vehicle production was exported, Britain provided 52% of the world's exported vehicles. This situation remained until the mid-1950s, by which time the American industry production had caught up with American demand, and European production was recovering. By 1952 the American owned producers in the U.K. (Ford and GM's Vauxhall) had between them a 29% share of the British market, which exceeded the share of either of Britain's top two manufacturers. It was in that context that Viscount Nuffield agreed to the merger of his company, the Nuffield Organisation, with Austin, to form the British Motor Corporation (BMC). Thus BMC, comprising Austin, Morris, MG, Riley and Wolseley was formed in 1952 and commanded a 40% share of the British market.[3] German production was increasing yearly, and by 1953 it had exceeded that of France, and by 1956 it had overtaken that of Britain.[3]

[edit] Meltdown 1955–1968

By 1955 five companies produced 90% of Britain's motor vehicle output: BMC, Ford, Rootes, Standard-Triumph and Vauxhall. Of the dozen or so small producers Rover and Jaguar were strong niche producers. During 1960 Britain dropped from being the world's second largest motor vehicle producer into third place. Labour-intensive methods, and wide model ranges reduced the opportunities to reduce manufacturing costs - Britain's unit costs were higher than those of their major European and American competitors.[5] Although rationalisation of motor vehicle companies had started, full integration did not occur. BMC continued to produce vehicles under the marque names of its incorporated companies, many of which competed with each other.[6] Standard-Triumph's attempts to reduce costs by embracing a modern volume production strategy almost led to their bankruptcy in 1960, the result was that they were purchased by the commercial vehicle manufacturing company Leyland Motors. In 1966, BMC and Jaguar came together, to form British Motor Holdings (BMH). Leyland had achieved some sales success with Leyland-Triumph and in 1967 it acquired Rover. By 1966 Britain had slipped to become the world's fourth largest motor vehicle producer. Following a gradual process which had began in 1964, Chrysler UK (CUK) had fully acquired Rootes by 1967. In the context of BMC's wide, complex, and expensive-to-produce model range, and Ford's conventionally designed Cortina challenging the number one spot in the domestic market, and the heavy reliance of the British economy on motor vehicle production, in 1968 the Government brokered the merger of the successful Leyland-Triumph-Rover and the struggling BMH, to form Europe's fourth largest car maker, the British Leyland Motor Corporation (BLMC). The new company announced its intention to invest in a new volume car range, and to equip its factories with the latest capital-intensive production methods.[5]

[edit] State support 1968–1977

By 1968 UK motor vehicle production was dominated by four companies: BLMC, Chrysler, Ford, and Vauxhall (GM). The national champion, BLMC, was handicapped in its attempts to modernise by internal rivalries. Unattractive new products, retention of legacy marques and models, labour disputes, quality issues, supplier problems and inefficient use of new equipment thwarted the dream of efficient high volume production. Increased overseas competition, arising from lowered tariffs and membership of the European Union, and high unit costs, led to low profits, which in turn jeopardised investment plans. BLMC's share of the UK market dropped from 40% to 32% between 1971 and 1973. By 1974 Britain's position as a world motor vehicle manufacturer had dropped to sixth place. In 1974 both BLMC and CUK appealed to the Government for financial help. The Government rejected the idea of a BLMC/CUK merger, and instead CUK received a loan and BLMC was subjected to a series of studies to determine its future. The Government's official BLMC enquiry, led by Lord Ryder, suggested that BLMC's strategy was sound, but required huge Government investment to improve productivity by providing mechanisation and improving labour relations. Despite the effective nationalisation of BLMC as British Leyland (BL) in 1975, the recovery never happened. Chrysler sold its European interests (including those in the UK) to Peugeot in 1977, to allow it to concentrate on its own difficulties in America. The UK interests were renamed Peugeot-Talbot.[5][7]

[edit] Rationalisation and collaboration 1977–1986

By the end of the 1970s Ford, Peugeot-Talbot and Vauxhall (GM) were well integrated with their parent companies' other European operations. BL stood alone in the UK as an increasingly junior player. As part of the drive for increased productivity in the late 1970s, BL reduced its workforce and number of plants, and strived to centralise its management activities. In 1979 BL struck a collaboration deal with Honda to share the development and production of a new mid-sized car (Triumph Acclaim/Honda Ballade). The new car combined Honda engine and transmission designs with a BL body. Although the UK political scene changed in 1979 with the election of the Thatcher government, the Government continued to support BL with funds for the development of a new mass-market model range (Mini Metro, Maestro, Montego and another Honda collaboration the Rover 800). Car assembly, with the exception of Jaguars, was concentrated into two central plants - Longbridge and Cowley. In July 1986 BL was renamed the Rover Group.[7]

[edit] Current motor vehicle production plants

Company Parent company Brands produced Models Location Production (2003)[8]
AC Cars AC Cars Limited AC AC MKVI ? ?
Alexander Dennis Alexander Dennis Alexander Dennis Enviro 200, Enviro 300, Enviro 400 Falkirk ?
Alexander Dennis Alexander Dennis Alexander Dennis Javelin chassis, R-Series chassis, Enviro 300 chassis Guildford ?
Ariel Ariel Limited Ariel Ariel Atom Crewkerne ?
Aston Martin Aston Martin[9] Aston Martin Vanquish Newport Pagnell ?
Aston Martin Aston Martin[9] Aston Martin Vantage, DB9 Gaydon 1476
Bentley Volkswagen Group Bentley Arnage, Azure, Continental GT, Continental Flying Spur Crewe 816
Bristol Cars Bristol Cars Bristol Blenheim, Fighter Filton ?
Caterham Caterham Cars Caterham R400, CSR260 Dartford 435
Dennis Eagle Ros Roca Dennis Duo, One Pass, Beta 2 Warwick ?
Ford Ford Jaguar, Land Rover Jaguar X-Type, Land Rover Freelander 2 Halewood ?
Ford Ford Ford Transit Southampton 55,000
GMM Luton Vehicles[10] General Motors Vauxhall, Opel, Renault, Nissan Opel/Vauxhall Vivaro, Renault Trafic, Nissan Primastar Luton 74,000
Honda Honda Honda CR-V, Civic Swindon 184,693
Jaguar Ford Jaguar, Daimler S-Type, XK, XJ, Daimler Super 8 Castle Bromwich ?
Land Rover Ford Land Rover Defender, Discovery 3, Range Rover Sport, Range Rover Solihull 147,545
LDV GAZ LDV LDV Maxus Ward End, Birmingham 9,000
Leyland Trucks PACCAR DAF DAF CF, DAF LF, DAF XF[11] Leyland 13,000
LTI Manganese Bronze LTI TX4 Coventry 2,346
Lotus Proton Lotus, Vauxhall, Opel Lotus Elise, Lotus Exige, Lotus Europa S, Vauxhall VX220, Opel Speedster Hethel 2,935 (Lous + GM)
MG Nanjing Automobile MG TF Longbridge plant, Longbridge reopened 2007[12]
MINI BMW MINI MINI Cowley, Oxford 174,191
Marcos Marcos Marcos TSO Kenilworth ?
McLaren McLaren Group Mercedes-Benz Mercedes-Benz SLR McLaren Woking ?
Morgan Morgan Motor Company Morgan Morgan Aero 8, Morgan Plus 4 Malvern 516
Nissan UK Nissan Motors Nissan Micra, Micra CC, Note, Primera, Qashqai Sunderland 331,924
Noble Automotive Ltd Noble Automotive Ltd Noble Noble M12, Noble M14 Barwell ?
Optare Optare Optare Solo, Alero Leeds ?
Plaxton Plaxton Plaxton Panther, Paragon, Profile, Primo, Centro Scarborough ?
Plaxton Plaxton Plaxton Cheetah, Pronto, Beaver Sheffield ?
Rolls-Royce Motor Cars BMW Rolls-Royce Phantom Goodwood 502
Toyota Toyota Toyota Avensis, Corolla Burnaston 210,617
TVR TVR TVR Sagaris, Tuscan, T350, Tamora Blackpool 871
Vauxhall General Motors Vauxhall, Opel Vectra, Astra Ellesmere Port 122,857

[edit] Recently closed motor vehicle production plants

Company Parent company Brands Models Location Production (2003)[8] Closure date
Peugeot PSA Peugeot Citroën Peugeot Peugeot 206 Ryton-on-Dunsmore, Coventry 207,237 2006-12-12.[13]
Metrocab Kamkorp Europe Metrocab TTT Tamworth 111 April 2006[14]
MG Rover MG Rover MG, Rover 25, 45, 75, ZR, ZS, ZT, Streetwise, Commerce, MG Express, TF Longbridge plant, Longbridge 132,789 7th April 2005
MG X-Power MG Rover MG X-Power SV, SV-R, ZR Rally Cars Longbridge plant, Longbridge ? 7th April 2005
Jaguar Ford Jaguar XJ8, XK8 Coventry ? July 2005[15]
Aston Martin Ford Aston Martin DB7/Vantage Bloxham ? early 2004[16]
Reliant Reliant Reliant ? Tamworth ? 2002

[edit] Historical motor vehicle production figures

key   Cars Commercial vehicles
UK Motor Vehicle Production by year 1910 to 1980 - cars and commercial vehicles (1,000 units)[17]
Year 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 Total
1910 split not available   14
1920 split not available   70*
1930 170 67   237
1940 2 132   134
1950 523 263   785
1960 1,353 458   1,811
1970 1,641 458   2,098
1980 924 389   1,312

(* estimated figure)

UK Motor Vehicle Production by year 1990 to 2006 - cars and commercial vehicles (1,000 units)[18]
Year 200 400 600 800 1000 1200 1400 1600 1800 2000 Total
1990 1,296 270   1,566
1991 1,237 217   1,454
1992 1,292 248   1,540
1993 1,376 193   1,569
1994 1,467 228   1,695
1995 1,532 233   1,765
1996 1,686 238   1,924
1997 1,698 238   1,936
1998 1,748 227   1,976
1999 1,787 186   1,973
2000 1,641 172   1,814
2001 1,492 193   1,685
2002 1,630 191   1,821
2003 1,658 189   1,846
2004 1,647 209   1,856
2005 1,596 207   1,802
2006 1,442 208   1,650

[edit] Motorsport

It has been estimated that there are about 4,000 companies in the UK involved in the manufacturing industry related to motorsport.[19]

Formula One motor racing has made its home in the UK,[19] and the following teams for the 2007 season are based there:

[edit] Some Manufacturers no longer in existence

Alvis, Austin, Autovia, BMC, BLMC, British Leyland, Dawson, DeLorean Motor Company, Hillman, Humber, Jensen, Lea-Francis, MG, MG Rover, Morris Motor Company, Nuffield, Riley, Rootes, Singer, Standard, Sterling, Sunbeam, Sunbeam-Talbot, Sunbeam-Talbot-Darracq, Talbot, Triumph Motor Company, Vanden Plas, Wolseley.

[edit] See also

[edit] Notes

  1. ^ Daimler: History.
  2. ^ Setright, L. J. K. (2004). Drive On!: A Social History of the Motor Car. Granta Books. ISBN 1-86207-698-7. 
  3. ^ a b c Curch, Roy (1995). The rise and decline of the British motor industry. Cambridge University Press. ISBN 0-521-55770-4. 
  4. ^ a b c King, Peter (1989). The Motor Men. Quiller Press. ISBN 1-870948-23-8. 
  5. ^ a b c Timothy R. Whisler (1999). The British Motor Industry 1945-1994. Oxford University Press. ISBN 0-19-829074-8. 
  6. ^ Michael Stratton (2000). Twentieth Century Industrial Archaeology. Spon Press. ISBN 0419246800. 
  7. ^ a b Jeffrey A. Hart (1993). Rival Capitalists. Cornell University Press. ISBN 0801499496. 
  8. ^ a b (2004-07-20). "UK Automotive Industry in 2004: Eighth Report of Session 2003–04". UK House of Commons Trade and Industry Committee.
  9. ^ a b Aston Martin (2007-03-12). Aston Martin announces new shareholders. Press release.
  10. ^ Company Profile. Vauxhall.
  11. ^ Leyland Trucks' Product Range. Leyland Trucks.
  12. ^ "Longbridge car factory to reopen", BBC, 2007-01-30.
  13. ^ "Final car rolls off Ryton's line", BBC, 2006-12-12.
  14. ^ London Taxi History: TODAY. London Vintage Taxi Association.
  15. ^ Construction firm buys Browns Lane. BBC.
  16. ^ "Business booms at former car plant", Banbury Guardian, 2004-05-15.
  17. ^ Wood, J. (1996). Motor Industry of Britain Centenary Book. London: Eclat. ISBN 0-95239-125-2. 
  18. ^ Motor Vehicle Production. UK National Statistics.
  19. ^ a b "Motor manufacturing industry moves up a gear", Daily Telegraph, 2006-11-30.

[edit] External links

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