​Herbert Austin founded the Austin Motor Company in the summer of 1905.  On 4th November that year he discovered the former White & Pike printing works at Longbridge, situated beside the Bristol Road, the River Rea and the joint Midland and Great Western Railway line from Longbridge to Halesowen.
 
The Austin Motor Company moved into the Longbridge premises, which had been unoccupied for some four years.  Herbert Austin moved his effects into one of the offices, which was to remain his personal office throughout the rest of his life.
 
Austin's office was located at the front of the factory, adjacent to the front door, overlooking the main factory entrance of the time (known for many years as 'K' Gate).  Through the office window Austin would have looked down the Bristol Road South towards the village of Rubery.  His office window is circled in red in the photograph below. ​Austin used his office until his death in May 1941.  Subsequently Leonard Lord (Lord Lambrey) and Bill Davis (Deputy Managing Director of BMC) both used the office, briefly. ​

​In the 1950's, when the Austin Motor Company was part of the British Motor Corporation and Longbridge held the head office, there was money for development.  Much of this investment can be seen in the form of the Conference Centre (previously know as the Exhibition Hall), Assembly A (Car Assembly Building 1), the Sales and Marketing building, the Product Development Centre (Designs block), South Engineering Block and International Headquarters building (also known as the Kremlin).
 
In order to build the South Engineering Block, the old Showroom had to be demolished.  Bill Davis, then a B.M.C. board member, asked Leonard Lord where he should work, as his office was to be relocated.  He was told to move into 'The Old Man's' Office, which he did for some months until his new office was built.
 
Bill was the last user of the office.  It was on his instruction, when the front of No.1 shop including the Old Man's Office had to be demolished in the late 1950's, that provision be made in the new South Engineering Block to relocate 'The Office'.  It remained until the spring of 2003, when it was incorporated into the Conference Centre, as part of the archive centre.
 
For a guided video tour of the office as it was located in the Longbridge Exhibition Hall (also known as the Conference Centre) click below.

​Sited to the right-hand-side of the Conference facility, it is possible to switch the lights on from the outside and peer through the windows as if you were walking by.  Access to the room remains through a door in the museum, which houses a small collection of cars associated with Longbridge.
 
Austin, MG and Rover cars are represented and include a 1935 Austin 16/6 still fitted with its Austin Hayes automatic transmission (at one time owned by the late Bob Wyatt the Austin Historian and writer, and kindly loaned to the museum by GKN Technology) and a 1959 Austin Se7en (one of the original Mini’s for those baffled by the date).

​Once in the office, the period atmosphere is protected in time, indeed as 1930’s photographs prove.  The office is comfortable, but not lavish.
 
Inside the room through the left-hand wall is a small door.  This used to lead to the most important room in the factory - the Chairman's throne room (toilet)!  Along side this door is a framed drawing of a railway locomotive and carriage, with the words above: 'Most everything worthwhile is born of some dreamers dream'.  It was Austin's dream to make motorcars and that belief continued in the cars built here at Longbridge for almost 100 years.

​The fireplace occupies the centre of this wall.  The mantelpiece has a dip towards the right-hand end.  This was probably caused by Austin leaning on it over many years whilst talking to visitors to his office.  In the centre of the mantelpiece is a picture of St. George slaying the dragon.  On the shelf above is an Onyx ashtray, a souvenir from the World's first purpose-built motor racing track at Brooklands. Austin's son in law, Colonel Arthur Waite, led the Austin Seven racing team against many other manufacturers' products, including MG (ironic because the last British built MGs were built at Longbridge!).
 
Also of interest on the mantelpiece are two shells, produced by the Austin Motor Company during World War 1.  Austin expanded his factory between 1914 and 1918 in order to help supply the military needs of the country during that conflict.  In 1913 about 2,000 employees were producing 1,500 commercial and pleasure vehicles a year.  In 1918 there were 20,000 employees and the factory had expanded.  The North Works had been built the other side of the railway and the West Works on the other side of the Bristol Road. 

​The South Works, which included the original White and Pike factory, was extended back to the Birmingham-Gloucester railway line.  Products leaving the factory during this period included vehicles, armoured cars, ambulances, trucks, generators, searchlights, fighter aircraft and munitions. The most voluminous product manufactured was the 18lb shell of which over 6,500,000 left for the Royal Ordinance factories to be filled with explosives before dispatch to the front.
 
As soon as the Armistice was signed all Government Contracts were cancelled.  This left Austin with 20,000 employees and little work.  The Austin 20 was put into production designed for the world market.  This fine car suffered the imposition of taxation in the home market based on the bore of the engine whilst ignoring the stroke.  This led to the introduction of long stroke engines unsuitable for the rest of the world and in 1921 Austin was forced to rush the Austin 12 into production.

​Behind the desk, above the famous half crown, is a plaque commemorating Austin exhibiting his cars at a motor show in Turin in 1911.  Just six years after opening his factory, Austin was exhibiting his cars across Europe. ​

​Along side the fireplace is a photograph of a white-haired gentleman and is signed by the subject 'From your friend, Henry Ford'.  Ford would visit his factory at Trafford Park, Manchester, and stay with the Austins at Lickey Grange, no doubt spending time comparing notes and exchanging ideas.  ​Below Henry Ford's photograph, there is a period air conditioning unit made by Carrier in the United States.  Most visitors to the office, when asked, suggest that it looks like a stereo or a radiogram.  With the looks of a fine piece of cabinet making, it is in fact pressed steel painted to great effect. ​

​Below the window opposite the door into the office, on a delightful cabinet, is a clay bust of the 'Old Man' in his latter years.  This is the artwork for the bronze bust that is also on display in the British Motor Museum. 

​On the Old Man's desk are three inkwells.  The one, presented to him by Rudge Whitworth, is made from the wheel nut for a wire wheel.  In the red-topped ink well of the other pair is an old fifty pence piece placed there on a visit by Sir Michael Edwardes, when he was the Chairman of British Leyland in the 1970s. 

Another bust of Austin is on top of a cabinet to the right of his desk.  This bronze bust shows Austin in his younger years.

​To the right of the door into the room is a bench where, it is believed, shop stewards sat on visits to the ‘Old Man’.  Above it is a beautiful barometer and thermometer on an intricately carved mounting.  This was presented to Austin by his senior staffs for Christmas in 1933.  They clearly thought much of him.
 
Within the room all the fixtures and fittings are original, from the light in the ceiling to the carpet on the floor.  Whilst in the Exhibition Hall at Longbridge going out through the doors returned visitors to the modern world, leaving behind the history encapsulated in the single room that was the office of Lord Austin, 1st Baron of Longbridge. 

​With the demise of MG Rover Group, the Office remained in the Exhibition Hall until MG Motor withdrew from most of the Longbridge site and it was removed to the British Motor Museum where, once reassembled, it was officially unveiled in March 2024.  It has been reassembled next to the recreated Lord Nuffield’s office.  Do go along to the museum to see them both. 

​Development and Background

The Rover 800 Series was developed as part of a collaboration between Rover and Honda. The project, internally known as the XX project, aimed to create a new executive car to replace the Rover SD1 and compete in the premium market segment. The collaboration with Honda resulted in the first-generation Rover 800 sharing many components with the Honda Legend, including the chassis and some engines.

Design and Styling
Exterior

The Rover 800 Series featured a bold and distinctive design that set it apart from its competitors. The exterior design was characterized by clean lines, a prominent front grille, and a well-proportioned silhouette. The car had a sleek and aerodynamic profile, which was modern and contemporary for its time.

First Generation (1986-1991):
The initial design was boxy with sharp angles, a large front grille, and rectangular headlights. It had a distinct British look, with a focus on elegance and sophistication.

Second Generation (1991-1999):
The facelifted version, also known as the R17, introduced smoother lines and a more rounded design. The grille was updated, and the headlights became more streamlined, giving the car a more modern appearance.

Interior

The interior of the Rover 800 was designed to provide luxury and comfort. High-quality materials were used throughout the cabin, including wood veneers, leather upholstery, and plush carpeting. The dashboard layout was driver-focused, with controls and instrumentation designed for ease of use.

Space and Comfort:
The Rover 800 offered a spacious interior with ample legroom and headroom for both front and rear passengers. The seats were designed to provide excellent support and comfort, making long journeys more enjoyable.

Features:
The car was well-equipped with a range of features, including power windows, climate control, a premium audio system, and advanced safety features for its time, such as anti-lock brakes and airbags in later models.

Engines and Performance

The Rover 800 Series was offered with a variety of engines over its production life, catering to different market demands and preferences.

First Generation Engines

2.0-Litre Honda Engines
The initial models were equipped with Honda-sourced 2.0-litre four-cylinder engines, which were reliable and offered decent performance.

2.5-Litre Honda V6
A 2.5-litre V6 engine from Honda provided more power and smoother performance, appealing to buyers looking for a more refined driving experience.

Rover M16 Engines
Later, Rover introduced its own M16 2.0-litre engines, which were more powerful and offered improved performance.

Second Generation Engines

2.0-Litre T-Series:
The updated models featured Rover's T-Series 2.0-litre engines, available in both naturally aspirated and turbocharged versions. The turbocharged version was particularly noted for its strong performance.

2.7-Litre Honda V6:
The V6 engine was retained and further refined, offering better performance and reliability.

2.5-Litre KV6:
In the later years, the Rover 800 received the new 2.5-litre KV6 engine, which was smoother and more efficient.

The Standard Vanguard holds a significant place in British automotive history. In the wake of World War II, many potential customers in the UK and in English-speaking export markets had recently experienced several years of military or naval service, and therefore a car name related to the Royal Navy carried a greater resonance than it would for later generations. The name of the Standard Vanguard recalled HMS Vanguard, the last of the Royal Navy's battleships, launched in 1944 amid much media attention; permission to use the name involved Standard in extensive negotiations with senior Royal Navy personnel.

Sir John Black, the managing director of the Standard Motor Company (later to become Triumph), envisioned the Vanguard as a “world car.” His goal was to create a vehicle that could be accepted and used anywhere, from Britain to Brazil. This ambitious vision drove the Vanguard’s design and export-oriented approach

1. Design and Launch:
   • The Vanguard was a departure from previous models, featuring a completely new design.
   • It debuted at the Brussels Motor Show in February 1948 and began production later that year.
   • The car’s styling was modern, with slab-sided bodywork and a distinctive new Standard badge—a stylized representation of griffin wings.
2. Technical Specifications:
   • Engine: A 2,088 cc four-cylinder overhead valve engine producing 68 bhp.
   • Transmission: A three-speed manual gearbox (with optional Laycock de Normanville overdrive from 1950).
   • Dimensions: 94-inch wheelbase, 166-inch length, 69-inch width, and 64-inch height.
3. Export Focus:
   • All initial production was allocated to the export market.
   • The Vanguard was designed to appeal to international buyers, emphasizing British engineering and craftsmanship.
4. Variants and Innovations:
   • Saloon: The four-door saloon was the primary variant, offering comfortable seating for five passengers.
   • Estate Car: An estate version provided additional cargo space.
   • Utility Models: Australia saw a two-door coupe utility variant, while Belgium had a two-door convertible.
   • Laycock Overdrive: The Vanguard and Triumph Renown were the first cars fitted with a Laycock de Normanville overdrive, effectively creating a five-speed gearbox.
   • Introduced at the end of 1960, the last of the Vanguards featured a six-cylinder 1,998 cc engine with push-rod overhead valves: this was the engine subsequently installed in the Triumph 2000. 
5. Commercial Versions:
   • The Vanguard lineup expanded to include a 12 cwt delivery van and a utility pick-up.
   • Aprons were added over the rear wheels for practicality.
6. Legacy and Impact:
   • The Standard Vanguard became a symbol of post-war British motoring resilience.
   • Its success paved the way for future Standard models and contributed to the brand’s reputation.
7. End of Production:
   • The Vanguard continued production until 1963.
   • Its legacy lives on, reminding us of a pivotal era in automotive history.

By Paul Sweeney.

May 5 was the date for Napier's monthly classic car show - the Ahuriri Cruise-in. The weather was stunning and turnout was the biggest I've seen in more than 8 months of meets here.
There were fewer British and European cars present than at previous meets, but still ample to find interesting including a V8 MGBGT, a couple of MK2 Escorts, a MK2 Lotus Cortina (I think!), a MK5 Cortina, a 1958 Standard 10, an E-Type Jaguar, several Stags and more besides.