Interesting Prototypes
With the new book on the Triumph Dolomite range getting close to being ready to send to the publisher, I realised that I was missing decent pictures of two designs that had been considered as replacements for the late 70s and early 80s. I knew that the prototypes existed in the reserve collection at the British Motor Museum at Gaydon, so after a quick enquiry, arrangements were made to visit and photograph for the book. Because books are considered commercial ventures and many people think that authors make a lot of money from books (you can be assured that we don't!), you can't just turn up, take some pictures and slope off with the pictures you need. Well, I suppose you could but only once. And the fact that I turn up with a rather large professional camera, a selection of lenses, a large tripod and a flash that will light half the country is a bit of a giveaway.You'll need to wait and buy the book to see the planned replacements for the Dolomite, but while I was there, a few others caught my eye. First was this design study for a new Alvis, builder of posh coupes for the rich and discerning as well as small tanks and armoured vehicles. Rover bought Alvis and pretty quickly shut down the car production, but not after first creating this possible new model with heavy influence from the Rover P6 below the glass line and earlier Alvis cars above:
Elsewhere in the museum and currently in the main display area, there is a "concept" design by Harris Mann that was built to showcase the capabilities of Pressed Steel who became part of the BMC empire during the 1960s. As part of the concept, there was an idea floating about to build a new mid engined MG sports car that would be based on one of the new BMC engines (E series) and a Maxi gearbox - but hopefully not with the cable operated gear change and hydrolastic suspension. Nothing came of the design for many years, but when the MG-F did eventually come to market, it was mid engined and used sub-assemblies derived from the Metro with a variation on Dr Moulton's hydraulic suspension systems. Some of the thoughts from this prototype went into the competitive project that ran alongside the design that produced the TR7, also designed by Harris Mann:
Then we move onto replacements for the Triumph
Design number 1 took an extended TR8 and combined some design features from the Rover SD1 to come up with the Triumph Lynx as a 2+2 fastback. If you look past the huge bumpers and the poorly designed tailgate that probably would have been re-engineered to open to bumper level for production, This is one that I think might have been a success, but it fell apart when Michael Edwardes was appointed Chairman and his first action was to close the plant at Speke where industrial relations were to say the least "poor" and where all the TR7s and TR8s were being built. TR production eventually moved to Coventry, but by then there was no money left to finish the design and no space to build it anyway:
A final last gasp effort to replace the Stag came with "project Broadside", another hybrid TR8 / SD1 with even more Mercedes SL influence. This one really does look like an early development exercise as nothing really lines up. There was also a plan to create a coupe version of this as well. I've only seen pictures of the coupe and all I will say is thank goodness they never built one!
A Few Interesting Models
Jaguar Heritage contains a number of interesting pre-war cars from when the business was known as SS-Cars. Obviously, after 1945 they needed a new name when production resumed and the name Jaguar was chosen. SS-Cars had a long history - Originally the Swallow Sidecar Company, expansion brought new ventures in fitting more sporting bodies to mundane cars like Austin 7s and eventually building their own rather exotic cars. the mechanical bits were supplied by the Standard Motor Company (hence my interest) and it is reputed that SS was derived from Swallow Standard.
In the background to the lower 1932 SS1, you can see a Swallow body fitted to what I think is an Austin 7.
The collection has a selection of "firsts" and "lasts" off the production line, including the final car to carry a Triumph badge. OK so, we know it is really a Honda, which is why I said the final car to carry a Triumph BADGE. But then the Acclaim did sell in huge numbers and was one of very few models that made any money for Leyland (or whatever they called themselves at the time).
And finally, we end with another Rover. This time a P6B dating from the early 1970s. This is one of two cars. It is either the last one off the line, and if so is owned by HM The Queen, or it is a former Government Car Service Ministerial car. both are in the collection and I forgot to check the registration! And before someone comments that royal cars don't have registrations, if they are owned personally by the Royal Family, they do - it is just the "official" cars that don't.
If it is the Ministerial car, it is still interesting because it will be the Prime Minister's car. Originally supplied for Harold Wilson when he was PM, it was then used by James "Sunny Jim" Callaghan and finally by Margaret Thatcher who declined a new car and continued with the Rover. It was probably more reliable than an XJ-6, but the smell of pipe smoke may have lingered.
On odd occasions, Ann would come home from work in one of these when she was working in Whitehall (I can't say exactly where or what she did of course unless you have signed the Official Secrets Act and probably not even then, even though it was now more than 30 years ago). The deal was that she was required to work late one night a week and her team didn't leave until all the work was completed. If it was passed a specified time, transport home would be provided. If spare Ministerial cars were available, it was cheaper to provide one of these than to pay for a mini-cab. It got the neighbours' curtains twitching when she pulled up complete with liveried chauffeur...
