Britain's motor industry - The first hundred years Collectif d'auteurs


In this wide-ranging and fascinating book, published to celebrate the centenary of Britain's automotive industry in 1996, four leading motoring writers record the often troubled, always colourful, history of the first 100 years of car manufacturing in this country, from the late Victorian age of hand-built coachwork to the Japanese 'lean production' technology of the 1990s. They cover every important British marque, both specialist and mass-produced, with technical details of their product ranges.

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Collectif d'auteurs
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Angleterre, G.T. Foulis & Company,
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Description du livre original :
269 pages
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Table des matières

  • Mentions légales
  • Cover
  • Other books of interest from Haynes Publishing:
  • Next cover
  • Acknowledgements
  • Conversion Chart
  • Foreword by HRH Prince Michael of Kent
  • PROLOGUE - The Pioneers
    • Parkyns was found guilty of riding at 5 mph, and fined one shilling
  • CHAPTER ONE - The Background
    • Royce's dynamos and electric cranes built up a loyal following
    • Several clockmakers turned to the motor instrument trade
    • Companies were often fronted by peers to inspire confidence
  • CHAPTER TWO - An Industry Gets Under Way
  • CHAPTER THREE - Growing Pains
    • A series of hill climbs would test the cars to the limit
    • She answers to the speed lever as does a hunter to a spur
    • There is no engine as far as sensation goes, nor are one's auditory nerves troubled
    • Wolseley could engage in any business except making cars
    • The industry was already an important employer of labour
  • CHAPTER FOUR - Moves Towards Mass Production
    • He tested compounds on a brake powered by a water wheel in his garden
    • Each man walked along the moving track until his job was done
    • Humber cars were better priced than other Coventry marques
    • Citroen produced a car every ten minutes in 1927
    • 90% of the UK workforce was unionised compared with 10% in the US
  • CHAPTER FIVE - The Specialist Car
    • MGs are worshipped with a devotion bordering on fanaticism
    • MG's best export market of the late 1930s was Germany
  • CHAPTER SIX - Export or Die
    • The roles of government and industry were ever more closely entwined
    • Rover got involved in jet, then tank, engines during WW2
    • 'We could pick the sort of man we wanted to own a Riley'
    • The 'Lords' of Cowley and Longbridge had not spoken since 1936
    • 'If we do not obey the Government, we do not get the materials'
    • 'For every £10 on the price of a car, you lost so many customers'
    • He advertised in The Times offering a car company for sale
    • Bristols were built to the high standards of the aircraft industry
    • Colin Chapman (19) was deciding what to do with a 1930 Austin Seven
    • Ford focused on finance, model planning and marketing
    • 89% of the new Austin-Healeys were sold in America
    • Demand was such that the millionth Morris Minor was built in 1960
  • CHAPTER SEVEN - The Swinging Sixties
    • The TR3A sold well in the US until this market collapsed
    • Ford's first pan-European project was the Transit van
    • The Herald had a turning circle to rival London taxis
    • In 1961 the accent was on medium-sized family cars
    • Rover and Triumph tapped the executive market with their 2000 models
    • The Maxi's seating would convert into a double bed
    • In 1959 disc brakes were mainly used in luxury cars
    • Ford and Vauxhall built the first professional styling studios
    • The DB5 was the first British car to have an alternator as standard
  • CHAPTER EIGHT - Labour Relations
    • By the 1900s trade union membership was over two million
    • The unions' problems were compounded by the 1921 depression
    • Good personal relations contributed greatly to industrial peace
    • BMCs 6,000 lay-offs affronted people's belief in the dignity of man
    • Lay-offs raised doubts about BMC's own management skills
    • In the early 1980s the number of strikes dropped sharply
  • CHAPTER NINE - Decline, then Revival
    • The Allegro's failure marked the start of the industry's decline
    • 'Longbridge-designed cars were always mediocre' -Stokes
    • Rover sports car shelved as could challenge E-type market
    • Robinson was new type of manager from outside industry
    • Ford was the only major British car maker to stay profitable
    • As Chrysler raised its profile, Rootes names disappeared
    • 'Bristol hardly have to sell their cars -people just come and buy them'
    • After 40 years of building cars, Jensen was no more
    • Lotus rejected Toyota's first bid, fearing loss of control
    • Rolls-Royce's 3,000 production mark was exceeded in 1975
    • Unless BL raised both output and sales, it must shed labour
    • Knight's cunning plan helped save Jaguar Engineering
    • Metro was best received corporate car since Morris 1100
    • BL leaked US takeover news when Tories 'most vulnerable'
    • Rover would provide BAe with more regular cash flow
    • Britain has one of Europe's smallest motor industries today
  • APPENDIX ONE - The Government's Views on the British Motor Industry, 1945
  • APPENDIX TWO - Austin in Canada
  • APPENDIX THREE - Benn on the Motor Industry
  • APPENDIX FOUR - The Think Tank's View on the British Motor Industry, 1975
  • APPENDIX FIVE - Lean Production
  • Bibliography


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