This story is long and tortuous one – many downs, quite a few ups, but here is a list of the events that shaped it from the point of the creation of BMC in 1952.
| Year |
Events |
New models |
| 1952 |
British Motor Corporation is created as a result of talks between
and . The actuality is an effective takeover of Morris by Austin
– Lord and his second in command, , take control of the new conglomerate. Surprisingly, they do
not crush Morris because Lord insisted on maintaining the Nuffield marques
– Morris, Wolseley, Riley and MG – allowing them to flourish in order to
optimise BMC’s market share. Lord revelled in the situation that allowed
him to control the largest car producer in the UK – and he once famously
said of the situation, “You know what BMC stands for, don’t yer? Bugger
My Competitors!”
|
Wolseley 4/44 |
Daimler Regency
Daimler Empress II
Triumph Renown MkII |
| 1953 |
|
MG TF
MG Magnette ZA
Austin-Healey 100
|
Daimler Conquest
Jaguar XK120 DHC
Triumph TR2
Standard Eight
|
| 1954 |
|
Austin A40 Cambridge
Austin A50 Cambridge
Austin A90 Westminster
Austin FX3D/FL1D
Morris Oxford Series II
Morris Cowley
Wolseley 6/90
Metropolitan
|
Daimler Sportsman
Daimler Regina
Lanchester Sprite
Jaguar XK140
Standard Ten
|
| 1955 |
persuades to return to BMC after moving to Alvis to work on a new sports
car.
|
Morris Isis
MG MGA
|
Daimler One-O-Four
Jaguar 2.4-litre MkI
Triumph TR3
Standard Vanguard III
|
| 1956 |
becomes BMC’s managing director, following the resignation
of . Issigonis begins work on his XC (“Experimental Car”) projects.
|
Austin A95 Westminster
Austin A105
Austin A135 Princess
IV
Austin-Healey 100-Six
Morris Minor 1000
MG Magnette ZB
Wolseley 15/50
|
Jaguar MkVIII
|
| 1957 |
|
Austin A55 Cambridge MkI
Wolseley
1500
Princess 4-litre limousine
|
Jaguar XK150
Jaguar XK-SS
Standard Pennant
Standard Ensign
|
| 1958 |
|
Austin A105 Vanden Plas
Austin FX4/FL2
Wolseley
15/60 (Farina)
Austin-Healey Sprite
Austin A40
Farina
|
Alvis TD21
Daimler Majestic
Jaguar MkIX
Rover P5
Standard Vanguard Vignale
|
| 1959 |
BMC now become committed to a front wheel drive future, following
the successful development of the Mini – sees BMC as a world leading producer of advanced motor cars. |
Mini
Austin
A55 Cambridge MkII
Morris
Oxford Series V
MG Magnette
MkIII
Riley 4/Sixty Eight
Austin A99 Westminster
Wolseley
6/99
Princess 3-Litre
Austin-Healey 3000
|
Daimler SP250 (Dart)
Jaguar MkII
Triumph Herald
|
| 1960 |
retires as company Chairman and is replaced by . Lord takes on a new title as BMC Vice-Chairman. is promoted to the role of Technical Director of BMC.
Jaguar purchases Daimler.
Vanden
Plas launched as a marque in its own right, with the renaming of the
previous year's Princess 3-litre.
|
|
| 1961 |
Leyland Motors purchases Standard-Triumph. |
Mini-Cooper
Riley Elf
Wolseley Hornet
Austin A60 Cambridge
Austin A110 Westminster
Austin-Healey
Sprite MkII
Morris Oxford Series VI
MG Magnette MkIV
MG Midget
Wolseley 16/60
Wolseley 6/110
|
Daimler DR450
Jaguar Mk X
Jaguar E-Type
Triumph TR4
|
| 1962 |
becomes Lord Lambury. |
Morris 1100
MG
1100
MG MGB
Morris
Minor (1098cc)
|
Daimler 250
Triumph Spitfire
Triumph Vitesse
|
| 1963 |
|
Austin 1100
Vanden
Plas Princess 1100
|
Jaguar S-Type
Rover 2000
Triumph
2000
|
| 1964 |
|
Austin 1800
Vanden
Plas 4-litre R
|
|
| 1965 |
BMC purchases Pressed Steel.
Rover purchases Alvis. |
Riley Kestrel
Wolseley
1100
MGB GT
|
Triumph 1300 (FWD)
|
| 1966 |
returns to BMC, takes up the managing directorship of BMC. becomes executive Chairman.
BMC purchases Jaguar forming
the conglomeration known as British Motor Holdings (BMH); retains role as the managing director of Jaguar.
|
Morris 1800
Jaguar 420
Daimler Sovereign
|
Rover P6B
Triumph GT6
|
| 1967 |
dies.
Leyland Motors purchases Rover.
Alvis passenger car production ceases.
|
Austin 3-Litre
MG
MGC
Wolseley 18/85
Jaguar 240/340
First 1275cc ADO16s
|
Rover P5B
Triumph TR5
|
| 1968 |
Leyland Motors and BMH merge to become The British Leyland Motor Company.
becomes company Chairman,
becomes honorary President of BLMC (a non-executive role). retains a seat on the board, becoming the BLMC deputy chairman.
resigns, resulting in a Board Table that is dominated by Leyland
executives. Stokes protégés (Director of Finance) and (head of Austin-Morris) take up the role as Stokes’ right hand
men. Stokes approaches the IRC (Industrial Reorganisation Committee – a
government sponsored organisation to help finance mergers and acquisitions)
for a £25 million loan.
replaces as Technical Director.
Riley Kestrel was renamed Riley 1300 for its final year in production.
|
Austin America
Jaguar XJ6
Daimler Sovereign
Daimler 420DS
Triumph TR6 |
| 1969 |
Post-Leyland rationalisation begins on the range: Riley marque is killed,
as is the 998cc Mini-Cooper and Wolseley Hornet – the result is the Mini
now becomes a marque in its own right.
|
Austin Maxi
Mini
Clubman
Triumph 2000/2.5PI
MkII |
| 1970 |
Following in the footsteps of the Mini, all Austin badges are dropped
from the Maxi, so that it is presented in all BLMC literature, simply as
the “Maxi by British Leyland”.
|
Austin Maxi 1750
Triumph 1500 (FWD)
Range
Rover
Triumph Stag
|
| 1971 |
The Morris range is reduced to two models: the new Marina and the 1800.
This event marks the death of the much-loved Morris Minor – a car mourned
by many.
Austin-Healey Sprite is renamed the Austin Sprite for its final year, follwing
the ternination of the royalty agreement with . In a similar move, the sole remaining Mini-Cooper model (the
1275S) is discontinued, due to the termination of the agreement with .
|
Morris Marina |
| 1972 |
|
Austin 2200
Morris
2200
Wolseley Six
Triumph
Dolomite 1850
Jaguar XJ12
Daimler Double Six
|
| 1973 |
promoted to the role of Deputy Chairman, Leyland House opened
at Marylebone, London,
announces a huge BLMC expansion programme.
resigns.
dies.
|
Austin Allegro
MGB
GT V8
Rover 2200
Triumph
Dolomite Sprint
|
| 1974 |
The finances of BLMC are in a perilous position – the result is that the
company’s creditors approach the Government for help. Tony Benn instructs
Sir Don Ryder to prepare a report on the company’s finances and their future
under government ownership.
replaces as Technical Director.
|
Vanden Plas 1500
|
| 1975 |
Ryder
Report published, recommending the company be enlarged under government
ownership. Alex Park replaces , who becomes British Leyland President (a non-executive role).
The majority of British Leyland’s shares are purchased by the government
– and as the major shareholder, the government appoints Ryder, as chairman
of the National Enterprise Board (NEB) to vet all decisions regarding the
running of the company made by Alex Park.
Derek Whittaker is placed in charge of running the entire car division,
now known simply as Leyland Cars.
resigns.
Company renamed British Leyland Limited.
Wolseley marque is killed with the introduction of the Princess.
|
Austin Morris 18-22 Series
(later renamed Princess)
Jaguar
XJ-S
Triumph TR7 (US launch)
|
| 1976 |
New factory at Solihull starts to produce production versions of the Rover
3500.
Triumph Toledo and Dolomite ranges rationalised and consolidated under the
Dolomite name.
|
Triumph TR7 (UK launch)
Rover SD1 3500
|
| 1977 |
Sir Don Ryder resigns, and is replaced by Leslie Murphy, who persuades
to take over the Chairmanship of British Leyland.
Alex Park and Derek Whittaker resign.
|
Rover SD1 2300/2600
|
| 1978 |
Speke manufacturing plant is closed by after a long and bitter battle with the Unions. Edwardes obtains
government backing for an emergency product recovery plan that centres on
the LC8 and LC10.
Re-shuffle of the car division results in it being split into two: Austin-Morris
(which also included MG) headed up by and JRT (Jaguar Rover Triumph) headed up by William Pratt-Thompson.
Company renamed BL Limited.
|
Princess 2
Morris
Marina (O-series)
|
| 1979 |
BL sign collaborative deal with Honda to produce Japanese cars under licence
in the UK. JRT is disbanded, Pratt-Thompson resigns and is promoted to Managing Director of BL. becomes Austin-Morris managing director.
Vanden Plas factory at Kingsbury closed, 1500 production is transferred
to Abingdon.
|
Austin Allegro 3
Land Rover V8
Triumph TR7 convertible
Triumph TR8
Jaguar
XJ6 Series III
|
| 1980 |
closes more BL plants: Abingdon and Canley. The MG marque is put on ice
and Triumph Sports car production is transferred to the Solihull plant.
Longbridge is renovated to accommodate production of the Metro – the plant
is now considered one of the most automated in Europe.
becomes Jaguar Managing Director.
|
Austin miniMetro
Morris
Ital
|
| 1981 |
Rover SD-1 production is transferred to Cowley
Triumph TR7 is taken out of production and the Solihull plant is closed.
MG marque is resurrected.
|
Triumph Acclaim
Jaguar
XJ12 HE
Jaguar XJ-S HE
Range Rover 5-door
MG
Metro
|
| 1982 |
Sir ' contract is not renewed by the Conservative administration
– his replacement as Chairman is Sir Austin Bide. Edwardes manages to persuade
the government to part with £990 million in order to fund further model
development.
remains in charge of car production, and a further reshuffle
of divisions results in the formation of Austin Rover (the volume arm) and
Jaguar.
becomes the Austin Rover managing director.
BL sign a collaborative deal with Honda to jointly develop their first car,
the XX/HX.
replaces as BL Director of Design.
|
Austin Ambassador
Rover SD1 MkII
Austin
Metro Vanden Plas
|
| 1983 |
Government pushes Austin Rover to negotiate terms with Honda for the production
of all further engines. and firmly oppose the idea and eventually persuade Norman Tebbitt
to drop the idea.
|
Austin Maestro
MG
Maestro
|
| 1984 |
Jaguar floated on the Stock Exchange; loses his battle with the government for BL to retain a minority
shareholding.
The last Morris passenger car is produced at Longbridge – marque now effectively
dead.
Triumph marque killed as the Acclaim model is replaced by a Rover.
|
Austin Montego
MG
Montego
Rover 213
|
| 1985 |
BL negotiate a further £1.5 billion cash injection to secure the company’s
future. Government unimpressed by the request and push Austin Rover again
to drop their new engine plans. The result is that the Government start
looking for other companies to buy their shares in BL.
|
Rover 216
|
| 1986 |
Failed attempt to sell Austin Rover to Ford and Freight Rover to General
Motors results in the resignation of . Government persuade into the Chairman/Managing Directorship of BL, with a view to getting
the company back in to private ownership as swiftly as possible.
Company renamed The Rover Group.
resigns shortly after the launch of the Rover 800.
|
Rover 800
|
| 1987 |
The company now refocused on effective marketing of their cars. The future
of the Mini is assured and Austin badges are removed from all Metros, Maestros
and Montegos.
Unipart division and Leyland Trucks both sold off.
|
|
| 1988 |
The Rover Group is sold to British Aerospace for £150 million. All former
debts amassed in the public sector are written off and the aircraft manufacturer
is given £800 million of working capital.
In the period of government ownership, BL consumed £2.6 billion of public
money.
|
Rover 827
Rover
800 fastback
|
| 1989 |
promotes into the role of Managing Director of Rover cars. Rovers will
increasingly marketed as “premium” products in order to maximise profits.
For the first time in a generation, a new car (the R8) is launched by the
company without being touted as being the “one to save the company.”
Rover signs a further agreement with Honda to produce a replacement for
the Montego, only this time, it is not a collaborative venture.
|
Rover 214/216
Land Rover Discovery
|
| 1990 |
The European Union works with Ford to ascertain the value of Rover in
1988, when it was sold to BAe. The EU commission finds that given that Ford
estimated the company’s true worth at £800 million and that the sale was
closed to other parties, the government was guilty of operating an unfair
competition.
Mini Cooper is re-launched following public demand.
Honda buy a 20 per cent stake in Rover, and Rover buy 20 per cent of Honda’s
UK installation in Swindon.
|
Rover Metro
Rover
400
|
| 1991 |
promoted to the role of Group Managing Director.
New cars plans for 1995 are drawn up and known collectively as the “Rover
Portfolio” models – amongst these is an entirely new MG roadster. Following
unprecedented success of the R6, Rover rethinks future strategy.
|
Rover 800 MkII
|
| 1992 |
BAe financial pressure ensures that Rover’s future model plans are becoming
increasingly cost constrained.
|
Rover 200 Coupé
|
| 1993 |
MG return to convertible manufacture with the MG RV8. |
Rover 600
|
| 1994 |
BAe sell The Rover Group to BMW for £800 million. BMW ensure cash injection
into the company’s development centre at Gaydon. BMW management OK the production
of the Portfolio models with little modification. remains in charge of Rover, but his job title changes to Chief
Executive.
|
|
| 1995 |
Work begins on replacing the Honda based 600 and 800 models, which are
costing BMW a considerable amount in licence payments. These models are
considered to be a higher priority than the newly-launched 200 and 400 (which
are also to differing degrees, Honda based).
BMW begins to take leadership of the Mini replacement programme.
|
Rover 100
Rover
200
Rover 400
MGF
|
| 1996 |
resigns
|
|
| 1997 |
Quality problems delay in the development programme of the R40 (Rover
75) and also sour the introduction of the Freelander. BMW take firmer control
of Rover, as losses begin to mount at an alarming rate.
|
Land Rover Freelander
|
| 1998 |
BMW gain government grant to finance the renovation of Longbridge. of BMW takes the post of Chief Executive of Rover and begins
to try and address growing losses in the UK division. The Quandt family
(the majority shareholders of BMW) report that they are growing impatient
with mounting UK losses.
|
Rover 75
|
| 1999 |
(BMW CEO) and are fired from BMW as the losses in the UK lead to BMW making
their first overall loss in living memory.
The Alchemy Group (a venture capital company) commences negotiations with
BMW regarding the takeover of Rover.
|
Rover 25
Rover
45
|
| 2000 |
leads the Phoenix Consortium to buy Rover from BMW. The price
paid is a symbolic £10, but this includes financial and pension settlements
from BMW.
BMW sell Land Rover to Ford in order to recoup losses amassed by Rover.
BMW retain the rights to the marque names of Rover, Triumph and Riley, while
the new British company gains the names, MG, Morris, Wolseley and Austin,
along with rights to the Vanden Plas name outside the North American market,
where it is used by Ford-owned Jaguar. The company continues to use the
Rover name under a licence agreement drawn up with BMW.
Other agreements with BMW include the stipulation that MG Rover do not produce
any four-wheel drive cars, so as not to clash with Ford-owned Land Rover
on the marketplace.
MINI remains with BMW, as does the Cowley plant where it is manufactured.
Company renamed The MG Rover Group.
|
|
| 2001 |
MG Rover announces the 'Zed' car
range - with MG-badged versions of the 25, 45 and 75 making an appearance
under the MR ZR, ZS and ZT banners. The launch is also used to explain that
the company will be producing a rear wheel drive version of the ZT in 260
and 385PS form.
MG-Lola competes in Le Mans and performs well before breaking down...
MG Rover acquires the Italian carmaker Qvale for £10m.
The X80 prototype is unveiled
- it uses the underpinnings of the defunct Qvale Mangusta supercar, and
MG plans to build 10,000 per year.
Work begins on the RDX60 project to replace
the Rover 45 and MG ZS.
|
MG ZR
MG ZS
MG ZT
Rover 75 Tourer
MINI
|
| 2002 |
MG Rover shows the TCV at the Geneva
Motor Show.
MG Rover executives embark on talks with a number of foreign manufacturers
with a view to picking up a collaborative partner. Potential partners spoken
to are Fiat (with a view to taking on the Stilo platform), Matra (for the
Gen 2 Espace) and Tata (for the indica supermini). The Fiat deal is turned
down by MGR executives, the Matra deal falls by the wayside as neither party
can agree on numbers, but talks with Tata have a positive outcome.
A partnership is announced with China Brilliance, which would see MG Rovers
built at a new factory to be set up in China.
Major development on the RDX60 programme is handed over to Tom Walkinshaw
Racing (TWR).
MG Rover expressed an interest in purchasing the ex-Daewoo factory in Poland,
with a view to expanding its own production possibilities.
MG XPower SV is launched to the press, although it is clearly some way from
production...
|
MG TF
|
| 2003 |
Negotiations with China Brilliance collapse, leaving MG Rover the task
of finding another Chinese partner. Talks begin with Proton.
TWR goes into administration.
RDX60 programme is frozen - although a running prototype is produced to
show prospective partners as well as dealer principals and suppliers.
MG X80 programme changed course to become the XPower SV supercar; a higher
priced and lower volume model.
Tata Indica rebadged and launched in the UK as the CityRover - it is priced
at least £2000 above what the dealers were initially sold it would
sell for.
Longbridge is sold to the property developers, St Modwen, and then leased
back in a 50 year deal. Parts and distribution XPart, is sold to Caterpillar
Logistics.
Phoenix Four pension fund story breaks cover, and sales go into freefall...
|
MG XPower SV
MG ZT 260 V8
CityRover
|
| 2004 |
Facelifted versions of the 25, 45 and 75 are announced, and manage to
underwhelm...
A 'letter of intent' is signed with Proton, and a deal is hammered out involving
production of the company's newly launched Gen2 supermini. In the end, the
deal flounders quickly over money - MGR is now concentrating its efforts
on China.
A deal is announced with Shanghai Automotive Industry Corporation (SAIC)
- a Joint Venture Company is planned, with the Chinese controlling 70 per
cent of the venture. Car production would take place in China and Longbridge,
and new models would be jointly developed. MG Rover sells the rights to
the 25 and 75, as well as the K-Series engine to SAIC for £67, in
anticipation of the Joint Venture Company being formed.
Rover 75 Coupe and MG
TF GT concepts unveiled at Autocar awards dinner...
|
Rover 75 V8
|
| 2005 |
MG Rover falls into administration due to the continuing sales collapse,
and SAIC's decision to pull out of the Joint Venture Company deal at the
last minute. Production is halted at Longbridge as supplier bills cannot
be met, and the administrators, PricewaterhouseCoopers are brought in to
find a buyer for the remaining assets of MG Rover.
SAIC announces it is to build the Rover 75 in China using the rights it
bought from MG Rover in 2004.
Nanjing Automotive Corporation is announced as the new owners of MG Rover,
and immediately pledges to re-start production at Longbridge as soon as
it is possible to do so. In the meantime, it removes the production facilities
housed in Longbridge and ships them back to China.
Phoenix Venture Holdings and its four directors remain solvent, as Powertrain,
MG Rover, and Sport and Racing shut up shop...
The final Rover 75 rolls off the line in July...
|
|