2020 Auto Review programme

AR157 International Album Available 

AR158 Opel Album Available

AR159 Mercedes-Benz competition cars Available

AR160 ERF Album Available

AR161 Isotta-Fraschini, plus Itala, Iso etc Available 

AR162 Lincoln and Continental  Available 

AR163 Austin-Morris-BMC commercials  Available September 2020

AR164 de Dion and other French ‘D’ marques  Available September 2020

AR165 British bus and coach builders  Available November 2020

AR166 Made in Switzerland  Available November 2020

AR168 Voisin Album Available late 2020

AR167 Cadillac Album Available 2021

 

Here is a taster of some forthcoming titles of 2020:

 

AR163 Morris-Commercial • Austin • BMC • Leyland

 

Here we have the stories of two British firms, Austin (from 1908 onwards) and the Nuffield organisation (as Morris-Commercial from 1924) who often competed against each other producing commercial vehicles, before combining as the British Motor Corporation in 1952. The two brands led parallel lives under BMC, before being absorbed into the British Leyland Motor Corporation in 1968. BLMC became British Leyland (BL) in 1970, and the subsidiary company in Bathgate, East Lothian producing the ex-BMC vehicles became Leyland Motors (Scotland) Ltd. The last vestiges of Morris or Austin heritage disappeared in 1984 when Leyland closed the Bathgate plant.

See also these Auto Review publications for other aspects of the story: AR061 (light vans from the J-type to the Sherpa, which are not covered in this publication), AR069 (Morris, including car-derived vans, also not covered here), AR078 (Austin, including their car-derived vans), AR152 (Leyland trucks and vans) and AR154 (Leyland buses and coaches). 


AR164 De Dion and others
While we were developing the Auto Review books on Delage and Delahaye, it became obvious just  how many other important and interesting French vehicle marques began with the letter ‘D’. No doubt this is partly a linguistic phenomenon, due to ‘de’ and ‘du’ appearing so often in the French language, but that gave us another puzzle. French surnames have a small ‘d’ on the de or du, but once the name was applied to a car marque, it would often have a capital ‘D’, as in De Dion for example. We hope that we have capitalised the ‘D’ only where appropriate in this publication. Whatever the case, it was apparent that French ‘D’ marques would make an interesting subject for an Auto Review publication, gathering into one place some important marques. The famous automotive pioneers De Dion were among the largest car makers by volume in the early years of the 20th century. Then there is Delaunay-Belleville, described as the ‘best car in the world’ in the Edwardian era, especially by French enthusiasts. We also include in these pages Darracq, De Dietrich, Decauville, DFP and many other interesting companies. The stories of these firms are set in their historical context, with accounts of preceding or following entities. Some companies changed their identity; De Dietrich became Lorraine-Dietrich, then Lorraine, and the Darracq company was renamed Talbot, the name under which its cars had previously been sold in France. It is notable how many early vehicle manufacturers were based in Paris or its environs (Puteaux, Neuilly, Suresnes, Courbevoie, Ivry, Créteil, St Denis etc) with only a relatively few other makers scattered around the rest of the country. This pattern would change with the ‘modern era’, when cars would be manufactured all over France, not just in and around the capital city.

AR165 Bus & Coach Album: 1 – Coachbuilders in England 

The Auto Review series includes many titles devoted to builders of buses; AEC, Bedford, Leyland and more. In this publication we look at firms whose principal work was to fit bus or coach bodies to chassis made by other firms, There have been many dozens, probably hundreds, of such UK companies, so we do not claim that this is a complete survey of all British coachbuilders. We have, however,  tried to include the more important or more interesting firms. The main factor for inclusion here is that bodywork was produced on a commercial basis for sale to someone else. Not included here (in most cases) are bodies made by companies which were primarily chassis manufacturers (Leyland, Dennis, Guy etc). They are described in the relevant Auto Review books (see the list inside the back cover). If, however, a chassis manufacturer such as Crossley frequently built bodies on chassis from other manufacturers, they are mentioned here. Mostly excluded are those firms which just built one or two bodies, or which only modified or refurbished old bus bodywork. With all our self-imposed exclusions and caveats we can only apologise if your favourite coachbuilder has been left out, or only has a cursory coverage. This is such a large subject that we have divided it over two volumes; in these pages we cover coachbuilders based in England.
In Auto Review 175 Bus & Coach Album: 2 we cover Scottish, Irish and Welsh coachbuilders, plus bus bodies produced by operators themselves, along with the major railway undertakings, and finally some coverage of those firms whose main purpose in life was to convert delivery vans or lorry chassis into minibuses or midibuses. 

 

AR166 Made in Switzerland

Few Swiss-made vehicles are known to enthusiasts in other countries, perhaps with the exception of the locally-built PTT post buses. Switzerland was fiercely independent, however, and often cut off from international markets due to its policy of neutrality in two world wars. This meant that there was demand for Swiss-made vehicles, which was served by many companies. In these pages we have the stories of the major Swiss bus and truck makers, Saurer, Berna and FBW, and car manufacturers which include Martini, Monteverdi and Sauber. Smaller firms produced exotica, such as Sbarro and Rinspeed, and there have been many top-class coachbuilders; Langenthal, Gangloff, Graber and others. In all, more than 75 Swiss marques are described in this publication.

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AR167 Cadillac Album and the story of LaSalle

 

Cadillac division of General Motors was the biggest producer of luxury cars in the USA, and held that position for a century. It was also one of the earliest US car marques, reconstructed in 1902 by Henry Leland from the Henry Ford Co, after Henry departed. The name came from the French founder of Detroit, Antoine de la Mothe Cadillac, whose coat of arms formed the basis of the Cadillac crest. General Motors acquired the firm in 1909, retaining Henry Leland and his son Wilfred to run Cadillac. Their consistently high engineering standards and interchangeability of components enabled modern mass production techniques to evolve. The Lelands left in 1917 after a disagreement with Durant. Cadillac maintained its position as the top-selling American luxury car through the 1920s and 1930s, with V8, V12 and V16 models, and it gained a smaller brother, called LaSalle. After the Second World War, Cadillac re-established itself as the top US luxury car brand by volume, and began the road to excess which culminated in 1959 in a blizzard of chromework and towering fins. As styling subsided into a more sober and tasteful period in the 1960s and 1970s, Cadillac found itself under threat from imported luxury cars, and even from Ford’s resurgent Lincoln division. Some design mis-steps in the late 20th century saw Cadillac’s previously unassailable market position under threat, but a relaunch in the 21st century would mean a rebuilding of the quality image characterised by the Cadillac brand.

 

 

AR168 Voisin Album

For some years we have wanted to tell the story of Gabriel Voisin in Auto Review. A famous pioneer aviator (along with his brother Charles, who died young), Gabriel turned to car manufacture after the Great War, when contracts for aircraft came to an end. With Noel Noel, a friend from his days as a student of architecture, he designed stylish Art Deco Voisin cars, and the pair shared amorous adventures with Parisian ladies. Gabriel’s profligate spending and lack of business acumen meant that he lost control of his company, then regained it, before the Second World war brought an end to the luxury car market. After the War Gabriel produced the spartan Biscooter, which found a home in the car-starved Spanish market. Voisin was not the only aviator to change direction and go on to produce cars, and others are described in these pages. Some, like Voisin, were forced to find other activities for their workforce after the 1918 Armistice, such as Blériot, Farman, Rumpler, Avro and Gloster. Others switched to wheeled vehicles after (or during) the Second World War, such as Saab, Bréguet, Piaggio and Caproni. German aircraft firms were in a particularly difficult situation; Heinkel, Dornier and Messerschmitt all produced microcars. In the USA things were different; well-known names like Curtiss and Beech tried car manufacture with little success. Bill Stout designed aircraft, the most famous of which was the Ford Tri-Motor, before turning to futuristic car designs in the 1930s. The most recent aviation company to move into car production was Matra, famed for its competition cars and later for the Renault Espace. All of these stories are told here, and more…

 



2019 Auto Review programme

The Auto Review programme for 2019 has now been published as listed below. Note that there will be two additional updated and reprinted books before the end of 2019.

AR147 Made in Austria Q1 Published
AR148 Lamborghini Album Q1 Published
AR149 Mercedes-Benz Unimog Q2 Published
AR150 Packard Album Q2 Published
AR151 Ferrari Album part two : Ferrari competition cars  Published
AR152 Leyland Trucks  Published
AR153 Porsche Album  Published
AR154 Leyland Buses  Published
AR155 Panhard Album Published
AR156 Porsche Album part two Published
NB In November 2019 the following two titles will be re-issued in an updated form
AR60A – DAF Cars
AR084A –  A concise history of Corgi Toys and other Mettoy products

Latest Releases


AR155 Panhard Album

  In 1887 Panhard & Levassor began making Daimler engines under licence, and in 1891 they conceived the automobile layout which would become standard worldwide. Under the Système Panhard a vertical engine was located at the front of a four-wheel chassis with sprung suspension, driving the rear wheels through a friction clutch and a series of gears. It may seem to be an obvious layout today, but up to that time there was no consensus of opinion about the ‘right’ way to design cars. Panhard was also the first car to have a windscreen, and the first car imported to Britain was a Panhard & Levassor, in 1895. They were the leading car manufacturers in the world in the early years of the motor car, but after the death of co-founder Emile Levassor in 1897 the firm became more conservative. The early image of the company as a race-winning dynamic force at the forefront of technical innovation was replaced by that of a maker of expensive luxury cars. To quote William Boddy, a Panhard would move ‘silently rather than swiftly’, leaving in its wake a faint blue haze from its sleeve-valve engine. Thanks to Commandant Krebs, who had replaced Levassor as technical head of the firm, Panhard was early in the field with armoured cars, vehicles which became more important to the survival of the brand in later years. Later generations of the Panhard family, Paul and Jean, helped to steer the company through difficult times. By the 1930s the large art deco sleeve-valve Panhards were expensive and dated, bringing Panhard to the verge of collapse, averted when the firm turned over to producing armoured cars for the oncoming war.
After the Second World War, demand was for smaller cars, so Panhard adopted an advanced aluminium-bodied twin-cylinder Grégoire design which became the Dyna. Its basic technology was maintained in all Panhard cars for two decades until Citroën, who had taken over the firm, put an end to Panhard car production in 1967. The Panhard name survived, however, because the armoured car side of the business continued as a separate division into the 21st century.

 


AR 156 Porsche Album Part Two
Sometimes the story we have to tell is too long to fit into one Auto Review publication, and Porsche is one of them. Previously we have split some longer accounts thematically; road cars and race cars in separate volumes, for example. At other times we have divided the story chronologically, choosing a point in time at which to end one Album, and thus to begin the other Album. In the case of Porsche we chose the latter course, but deciding the ‘split’ date was difficult. In the end the decision fell on 1980, give or take. Broadly speaking, all Porsche Types which had begun life by 1980 are described in Part One (Auto Review 153), and those that originated after 1980 are included here. Obviously some types spanned across the 1970s to the 1980s, so as far as possible the full story of any type which had gone into production by 1980 is told in Auto Review 153. That means that, although our ‘start date’ here is around 1980, some cars still in production in the 1990s are not described in this publication, having already been covered in Part One. The only major exception is the 911, the cornerstone of the Porsche range. Its early years were described in Part One, and the continued story of its long life from the 1980s onwards is told here. This is a long and complex tale to tell in just two Auto Review publications; down the years massive tomes have been devoted to just one Porsche Type. Due to our restricted space we have not been able to treat this extensive subject in great depth. Many descriptions have had to be compressed in these pages, and some material left out altogether, so we apologise in advance if your favourite Porsche sub-Type has been omitted, or just skimmed over.

AR 153 Porsche Album Part One

Porsche was another of those stories which just would not fit into one Auto Review publication. Previously we have split some longer accounts thematically; road cars and race cars in separate volumes, for example. At other times we have divided the story chronologically, choosing a point in time at which to end one Album, and thus to begin the other Album. In the case of Porsche we chose the latter course, but deciding the ‘split’ date was difficult. In the end the decision fell on 1980, give or take. Broadly speaking, all Porsche Types which had begun life by 1980 are included here, and those that originated after 1980 are in Part Two (Auto Review 156).
Obviously some types spanned across the 1970s to the 1980s, so as far as possible the full story of any type which had gone into production by 1980 is told in these pages. The only major exception is the 911, the cornerstone of the Porsche range. Its early years are described here, and the continued story of its long life from the 1980s onwards is told in Part Two.This is a long and complex tale to tell in just two Auto Review publications; down the years massive tomes have been devoted to just one Porsche Type. Many descriptions have had to be compressed in these pages, and some material left out altogether, so we apologise in advance if your favourite Porsche sub-Type has been omitted, or just skimmed over.

 

 

 

 


Auto Review 154 Part Two: Leyland Buses and Coaches,

Promised in 1996, but never delivered. John’s original text has been augmented and updated for this volume, with entirely new text for AR154. For further Leyland coverage, LDV and the Sherpa light vans are covered in Auto Review 061, and those Standard vans which were badged as Leylands are described in Auto Review 047a. The ex-BMC commercial vehicles which were adopted by Leyland will be described in Auto Review 163.

 

 

 

 

 

 


 

AR151 Ferrari Album: Part Two: the racing cars
ISBN 978-1-85482-150-1   •   £5.95
 Auto Review has often managed to cover an entire marque history in one volume which at first sight seemed too big for a single publication. At other times the task has been too difficult, so if there is a logical division, we try to split a story over two or more volumes. That is the case here; Ferrari has been divided over two Albums, AR141 is devoted to road cars, and this publication, AR151 to competition cars. As any enthusiast can tell you, this is not a totally clean and clear division.
Yes, monoposto Formula cars fall on to one side, and luxury road cars on to the other. But many Ferrari Grand Touring road cars were produced in quantity to qualify for GT sports car races, and on the other hand, many Ferraris intended to be road-going sports cars were subsequently raced. This means that the line between road cars and competition cars is more blurred than we might like, so some car models feature in both Albums. We do not repeat here the story of Enzo Ferrari’s early days as a mule farrier in the Great War, or the changes of shareholding of his company in later years. All of this is described in AR141, including the story of Scuderia Ferrari, which raced Alfa Romeos between the wars. We take up Ferrari competition history after the Second World War; Enzo wanted to race cars in his own team, but he was a businessman who knew that, to finance his dream, he needed to sell cars to others. Enzo Ferrari had no formal engineering qualifications; his engineering degree was honorary, and, conservative by nature, he was sometimes slow to take up technological advances. He even regarded the study of aerodynamics as ‘only for those who could not muster enough horsepower’.
Since 1950 when the Formula One World Championship was established, Ferrari was the only team to compete in every season, though not always with great success.

AR152 Leyland Album: Part One, Lorries and Vans

 In 1896 the Lancashire Steam Motor Co was set up in Leyland, Lancashire. In 1907 it was renamed Leyland Motors, the firm rapidly taking a leading position in the British commercial vehicle market, providing Subsidy lorries in the Great War and many different designs in the 1920s and 1930s. After a massive contribution to the war effort in the Second World War, Leyland became the largest exporter of trucks in the world. Industry consolidation in the 1950s and 1960s saw Leyland take control of many of its erstwhile competitors among British commercial vehicle manufacturers, then the government took a hand. Most of the British vehicle industry was amalgamated into British Leyland. When it became Rover Group there was no place for Leyland in this car-making organisation, so the truck and bus divisions were privatised in management buyouts. In the 1980s Leyland Trucks was acquired by DAF, which collapsed into receivership in 1993. Leyland once again was the subject of a management buyout, a much smaller operation, and dependent upon DAF (which had been rescued by the Dutch government) for its export sales. In 1996 Paccar of the USA acquired DAF, and two years later it also took over Leyland. The joint operation produced a full range of trucks, all under the DAF brand when the Leyland badge disappeared in 1999. The truck factory continued to make vehicles in Leyland in the 21st century, but all DAFs. Leyland Lorries and Vans by John Hanson was one of the first four Auto Review books, written in 1995, published in 1996. Nearly a quarter of a century later we have to update that early publication to 2019 and to current Auto Review standards, with almost three times as many illustrations, half of them in colour. There is a second new volume,

 


A look at the publications still to come in 2019



2018 Auto Review programme 

AR137 Delage Album Published
AR138 AEC Album Part 2 including Maudslay Published
AR139 American Motors Published
AR140 Foden Album Published
AR050a The Rootes Group series Humber Second edition Published
AR141 Ferrari Album Published
AR142 Jeep Album Published
AR143 Mercedes-Benz cars Q4 Published
AR144 Studebaker Album Q4 Published
AR145 Delahaye-Delage-Hotchkiss Published
AR146 Mercedes-Benz commercial vehicles Published


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