Misplaced Pages

#854145

69-476: Henry Sturmey rode his first bicycle while at school in Weymouth when in his mid-teens in 1872 and became a keen cyclist. He was a touring enthusiast rather than interested in track racing. Sturmey's first post was an assistant-master at Brixton Hill College, London S.W. He resigned in 1877 to devote himself to writing a book on cycling published as The Indispensable Bicyclist's Handbook . Dealing with every bicycle on

138-502: A Royal Warrant as "Motor Car Manufacturer to the Court of Prussia" by Kaiser Wilhelm II . Stratton also sold Daimlers to the Sultan of Johor . In 1911, he spent some weekends at Sandringham tutoring the new Prince of Wales on the workings and driving of an automobile. Stratton went into partnership with Daimler's commercial manager Ernest Instone in 1921. Stratton and Instone took charge of

207-416: A royal warrant as suppliers of motor cars. Undecimus Stratton met E. G. Jenkinson, the chairman of Daimler, in 1903 when Jenkinson's Daimler was stranded by the roadside. Upon seeing the stranded motorist, Stratton stopped his Daimler and offered assistance. Jenkinson was impressed by Stratton and by his motoring knowledge. At the time, Jenkinson was looking to replace the head of Daimler's London depot,

276-508: A 1-ton delivery van, lorries from 2 to 5 ton and a 40 hp omnibus. Buses and trucks were able to use the same chassis and engines and, as was common practice for commercial vehicles, then have bespoke bodywork fitted. The Metropolitan Electric Tramways ordering 350 double-decker buses in 1912 and engines were sold to the London General Omnibus Company (LGOC). The bus models were the 13 foot wheelbase CB (same chassis as

345-643: A digest of Debrett ;" the Bombay agent supplied Indian princes ; the Japanese agent, Okura , handled sales in Manchuria and Korea . During World War I, the military took the normal production cars, lorries, buses and ambulances together with a scout army vehicle and engines used in ambulances, trucks, and double-decker buses. Special products included aero-engines and complete aircraft, tank and tractor engines and munitions. The first aircraft engine manufactured by Daimler

414-585: A director of DMG, proposed a union between the Daimler Motor Company in Coventry and DMG in Cannstatt in mid-1900 but the reorganised company was not interested in the merger and turned the offer down. Persistent financial troubles caused Daimler to be reorganised again in 1904. The previous company was wound up and a new company was formed to acquire the old one and pay its debts and winding-up costs. Under

483-541: A legal agreement whereby the royalties for the "Archer" hub would be paid to its true inventor, Reilly. Inventive as ever, in 1921 Henry Sturmey applied successfully for a patent on a five-speed hub gear. It was more advanced than any other hub gear then available but he was unable to find a manufacturer willing to produce it. It is deeply ironic that no hub gear designed by Sturmey was ever series produced. Friendly with company promoter Harry J Lawson Sturmey invested heavily in and became closely associated with Daimler and

552-640: A motor car factory, On 7 June 1895, Simms told the board of the Daimler Motor Syndicate that he intended to form The Daimler Motor Company Limited to acquire the British rights to the Daimler patents and to manufacture Daimler engines and cars in England. That month, he arranged for the syndicate to receive a ten per cent (10%) commission on all British sales of Daimler-powered Panhard & Levassor cars. At

621-447: A particularly sensitive position because of the royal cars. Taking the position, Stratton soon found himself having to select better royal chauffeurs and mechanics. He quickly became an occasional motoring companion to the King . In 1908, through Stratton's Royal connections, Daimler was awarded a " Royal Appointment as suppliers of motor cars to the Court of Spain" by King Alfonso XIII and

690-783: A patent for his three-speed hub in August 1901. By March 1902, he had entered an agreement giving sole rights to the hub to Frank Bowden, chairman of the Raleigh bicycle company. A few weeks later, Bowden discovered that a similar three-speed hub was being offered to rival bicycle makers. Although patented under the name of James Archer, this was a design by William Reilly, designer of The Hub. Archer's patent application had been submitted shortly before Sturmey's. To prevent Raleigh's competitors, such as Humber, gaining rights to Reilly's three-speed, Bowden bought exclusive rights to it. Having now acquired rights to two similar three-speed hubs, Bowden decided that it

759-461: A persistent transmission failure on the King's car, Rolls-Royce was commissioned to provide official state cars and as Daimlers retired they were not replaced by Daimlers. The current official state car is either one of a pair which were specially made for the purpose by Bentley , unofficial chauffeured transport is by Daimler. Elizabeth II's own car for personal use was a 2008 Daimler Super Eight but she

SECTION 10

#1733085525855

828-638: A very debased form", and the chapel, 1894-96 as "really no better". In 1972 the building was in use as a College of Education. It is now a residential conversion. Some of the chapel furnishings are in St Aldhelm's Church , Radipole, Weymouth. Notable former pupils include: This article relating to a school or sixth form college in Dorset is a stub . You can help Misplaced Pages by expanding it . Daimler Company The Daimler Company Limited ( / ˈ d eɪ m l ər / DAYM -lər ), before 1910 known as

897-576: A week and producing Léon Bollée cars under licence. Lawson claimed to have made 20 cars by July 1897 making the Daimler Britain's first motor car to go into serial production, an honour that is also credited to Humber Motors who had also displayed, but in their case their production models, at the Stanley Cycle Show in London in 1896. The Daimlers had a twin-cylinder, 1526 cc engine, mounted at

966-635: A well-publicised epic drive from John o' Groats to Land's End accompanied by Richard Ashley, a mechanic. Weymouth College (Public School) Weymouth College was a public school in Weymouth , Dorset , England, from 1863 to 1940. It closed during the Second World War because of the risks from its proximity to naval bases at Weymouth and Portsmouth, and the boys and some staff moved to Wellingborough School in Northamptonshire. A new house

1035-573: The Daimler Motor Company Limited , was an independent British motor vehicle manufacturer founded in London by H. J. Lawson in 1896, which set up its manufacturing base in Coventry . The company bought the right to the use of the Daimler name simultaneously from Gottlieb Daimler and Daimler-Motoren-Gesellschaft of Cannstatt , Germany. After early financial difficulty and a reorganisation of

1104-538: The Daimler-Knight engine which it further developed in the early twentieth century and used from 1909 to 1935, the worm gear final drive fitted from 1909 until after the Second World War, and their patented fluid flywheel used in conjunction with a Wilson preselector gearbox from 1930 to the mid-1950s. Daimler tried to widen its appeal in the 1950s with a line of smaller cars at one end and opulent show cars at

1173-489: The Society of Motor Manufacturers and Traders – founded by Simms – since 1907. However the merger was not a great success. By 1913 Daimler had a workforce of 5,000 workers which made only 1,000 vehicles a year. In 1911 Daimler had plans to create The Premier Motor Omnibus Company (running Daimler buses) and appoint Frank Searle (ex London General Omnibus Company ) as the managing director. However plans had to be scrapped at

1242-471: The 1909 Dewar Trophy . Sales outran the works' ability to supply. Daimler's sleeve valve engines idle silently but they left a slight haze of oil smoke trailing behind them. These engines consumed oil at a rate of up to an Imperial gallon every 450  miles, oil being needed to lubricate the sleeves particularly when cold. However, by the standards of their day they required very little maintenance. Daimler kept their silent sleeve-valve engines until

1311-401: The 1968–1992 Daimler DS420 limousine, which had no Jaguar equivalent despite being fully Jaguar-based. When Jaguar Cars was split off from British Leyland in 1984, it retained the Daimler company and brand. Ford bought Jaguar Cars in 1990 and under Ford it stopped using the Daimler marque in 2009 when the last X358 Daimler models were discontinued. The X351 Jaguar XJ took its place and there

1380-634: The 36 hp tractor launched at the June 1911 Norwich Agricultural Show, and its larger 105 hp version, the Foster-Daimler tractor (a joint project with William Foster & Co. ) following in January 1912 (mainly destined for the South American market). Both used Daimler sleeve-valve engines, the larger 6-cylinder tractor having a small BSA starter engine. In January 1912, new commercial vehicles included

1449-431: The 4 ton truck) and the 12 foot wheelbase CC, both with 40 hp engines. With the onset of WW1 CC chassis production was stopped and CB production was ramped up for trucks for the military. A half-ton delivery van was based on a 12 hp chassis similar to a car chassis. The railcar project utilised 2 of the large six-cylinder engines. Daimler had created a railcar in 1904, and though it went into service briefly it

SECTION 20

#1733085525855

1518-591: The Daimler patents. That month, Daimler Motoren Gesellschaft lent Simms a motorboat with a 2 hp engine and an extra engine. In June 1891 Simms had set up a London office at 49 Leadenhall Street and founded Simms & Co consulting engineers. In May 1892, the motorboat, which Simms had named Cannstatt , began running on the River Thames from Putney . After demonstrating a motor launch to The Honourable Evelyn Ellis , Simms's motor launch business grew rapidly, but became endangered when solicitor Alfred Hendriks

1587-503: The Daimler showrooms at 27 Pall Mall, naming the business Stratton-Instone. Stratton died in July 1929 after a brief illness. His successors and Instone bought out Daimler's interest in 1930 and renamed the business Stratstone Limited. The following summer the future King Edward VIII rented Stratton's house at Sunningdale from his widow. Every British monarch from Edward VII to Elizabeth II has been driven in Daimler limousines. In 1950, after

1656-506: The French-inspired Union Cycliste Internationale . Sturmey became one of the first editors of Autocar , printed by Iliffe, in 1895. Walter Staner took over the editorship from Sturmey in July 1901 following his premature retirement from injuries received while road-testing a car. Sturmey then founded The Motor first published in January 1903. The first commercially successful compact epicyclic hub gear

1725-541: The Prince of Wales, later Edward VII , was given a ride on a Daimler by John Douglas-Scott-Montagu later known as Lord Montagu of Beaulieu. Scott-Montagu, as a member of parliament, also drove a Daimler into the yard of the Palace of Westminster , the first motorised vehicle to be driven there. Daimler had sold the Prince of Wales a mail phaeton in early 1900. In 1902, upon buying another Daimler, King Edward VII awarded Daimler

1794-694: The Thames where the Thames Electric and Steam Launch Company, owned by Andrew Pears of Pears Soap fame, had been making electrically powered motor launches, were purchased to be used to service Daimler-powered motor launches. Investor Harry John Lawson had set out to use the British Motor Syndicate to monopolise motor car production in Britain by taking over every patent he could. As part of this goal, Lawson approached Simms on 15 October 1895, seeking

1863-482: The Trusty Oil Engine Works, a company in receivership whose six-acre site at Cheltenham included a foundry, a machine shop, and testing facilities. Simms recommended buying the works immediately since, with ready facilities and the availability of skilled workers, they could start up in a very short time. Instead, at the first statutory meeting of the company, held while Simms was overseas, Lawson persuaded

1932-465: The board to buy a disused four-storey cotton mill in Coventry which was owned by Lawson's associate Ernest Terah Hooley . Despite Simms' later protest and pleas to sell the mill and buy the Trusty Oil Engine Works, Daimler stayed with the mill as the site of Britain's first automobile factory. Delayed delivery of machines kept the factory unfinished throughout 1896 and into 1897. During 1896 Daimler sold imported cars from companies for which Lawson held

2001-537: The business was not profitable and the directors borrowed to finance further investment. A very stormy meeting of shareholders brought about the appointment of an independent committee of investigation which reported privately to shareholders in December 1898 attacking important board decisions and pointing out the current board members' lack of technical experience. At the Annual General Meeting of shareholders held

2070-533: The car. One of the passengers fractured his skull in the accident and died in hospital three days later. Under an agreement dated 22 September 1910 the shareholders of The Daimler Motor Company Limited "merged their holdings with those of the Birmingham Small Arms Company (BSA) group of companies," receiving five BSA shares in exchange for four ordinary Daimler shares and £1 5s plus accrued dividend for each £1 preference share . This deal

2139-423: The chairmanship of Sir Edward Jenkinson, Daimler hired American electrical engineer Percy Martin as works manager and socialite Undecimus Stratton as the head of the London depot, and promoted Ernest Instone to general manager. Jenkinson was succeeded in 1906 by Edward Manville , a consulting electrical engineer. Known as Britain's oldest car manufacturers, Daimler was first associated with royalty in 1898 when

Henry Sturmey - Misplaced Pages Continue

2208-600: The combustion chamber in which the piston travels." The Royal Automobile Club held a special meeting to discuss the new engine, still silent but no longer "Wholly Knight". The Autocar reported on "its extraordinary combination of silence, flexibility and power." Daimler stopped making poppet-valve engines altogether. Under the observation of the Royal Automobile Club (RAC), two Daimler sleeve-valve engines were put through severe bench, road, and track tests and, upon being dismantled, showed no visible wear, earning Daimler

2277-622: The company in 1904, the Daimler Motor Company was purchased by Birmingham Small Arms Company (BSA) in 1910, which also made cars under its own name before the Second World War . In 1933, BSA bought the Lanchester Motor Company and made it a subsidiary of the Daimler Company. Daimler was awarded a Royal Warrant to provide cars to the British monarch in 1902; it lost this privilege in the 1950s after being supplanted by Rolls-Royce . Daimler occasionally used alternative technology:

2346-601: The company sold their launch works at Eel Pie Island at a loss of £700 or more. Ongoing difficulties with the Great Horseless Carriage Company and the British Motor Syndicate caused Lawson to resign from Daimler's board on 7 October 1897. He was replaced as chairman by Henry Sturmey , who at the time was five days into a motor tour in his personal Daimler from John O'Groats to Land's End . On arriving at Land's End on 19 October, Sturmey became

2415-548: The condition that Daimler and Maybach rejoined DMG. This was agreed in November 1895 and the Daimler-Maybach car business re-merged with DMG's. Daimler was appointed DMG's General Inspector and Maybach chief Technical Director. At the same time Simms became a director of DMG but did not become a director of the London company. According to Gustav Vischer, DMG's business manager at the time, Simms getting Daimler to return to DMG

2484-438: The first person to make that journey in a motor car. Gottlieb Daimler resigned from the board of the Daimler Motor Company in July 1898 having never attended a board meeting. Sturmey opposed the appointment of a proposed successor who, according to Sturmey, held no shares and knew nothing about the automobile business. A committee was brought in to investigate the activities of the board and the company. The committee summed up

2553-590: The following month four board members retired and E H Bayley and Sir Edward Jenkinson were appointed. Not then up for re-election Sturmey remained a director but did resign from the board in May 1899 following major changes in the members of senior management. Adding to it a body built to his own design by Mulliners of Northampton, Sturmey took delivery of the ninth Daimler built at Coventry in September 1897 and in October carried out

2622-522: The front of the car, four-speed gearbox and chain drive to the rear wheels. Because of Daimler's financial difficulty in July 1897 Daimler began asking Lawson's Great Horseless Carriage Company to settle its accounts with them. In the same month, they refused to send working drawings of their 4 hp motor frame to DMG in Canstatt. Lack of co-operation with the Canstatt firm caused Simms to resign as Daimler's consulting engineer that month. Also in July 1897,

2691-507: The last moment, and instead the Daimler managing director, Percy Martin , created the Daimler commercial division, with Frank Searle as its head. Daimler had been involved with various commercial vehicle designs for some time, and this brought vans, trucks, buses, tractors and railcars under the same division head. All vehicles used the Daimler sleeve-valve petrol engines, many using the 105 hp 15.9 L sleeve-valve straight-six engine . New product announcements followed rapidly, with

2760-482: The late 1920s AEC and Daimler commercial division formed the Associated Daimler Company to build commercial vehicles. The association was dissolved in 1928 with each company retaining manufacture of its original products. By 1914 Daimlers were used by royal families including those of Great Britain, Germany, Russia, Sweden, Japan, Spain, and Greece; "its list of owners among the British nobility read like

2829-626: The licences. Cannstatt supplied engine parts but the delivery of working drawings were delayed for months. Four experimental cars were built in Coventry and a Panhard van was dismantled and reverse engineered . Some Daimler engines, with details redesigned by works manager J. S. Critchley , were also made in 1896. The first car left the works in January 1897, fitted with a Panhard engine, followed in March by Daimler-engined cars. The first Coventry Daimler-engined product made its maiden run in March 1897. By mid-year they were producing three of their own cars

Henry Sturmey - Misplaced Pages Continue

2898-415: The management of the business as being inefficient and not energetic and suggested that it be reorganised and run by a paid managing director. When Evelyn Ellis and another board member did not run for re-election, they were replaced by E. H. Bayley and Edward Jenkinson, with Bayley replacing Sturmey as chairman. Sturmey resigned in May 1899 after Bayley and Jenkinson had reorganised the business. Simms, as

2967-492: The market and 300 pages long the first edition was sold out within a month. Following an unsuccessful attempt to sell bicycles made to his own design he took up the post of mathematics and science master at Brynavor Hall College, Towyn but continued to develop material for another book on cycling. He then moved to Coventry to The British Boys School in King Street near the heart of the new cycle industry. Becoming associated with

3036-626: The mid-1930s. The change to poppet valves began with the Fifteen of 1933. A Daimler 6 hp was involved in the first motor accident in the UK to be recorded as having involved the death of the driver . A young engineer was killed in 1899 when the rim of a rear wheel of the car he was driving collapsed under heavy braking in a turn on a sloping road in Harrow on the Hill . The driver and his four passengers were thrown from

3105-416: The new company, all the former partners would have to agree to the transfer. By this time, Gottlieb Daimler and Wilhelm Maybach had withdrawn from Daimler Motoren Gesellschaft's business to concentrate on cars and engines for them. Simms offered to pay DMG £17,500 for the transfer and for a licence for Daimler and Maybach's Phénix engine, which DMG did not own. Simms therefore insisted that the transfer be on

3174-419: The next day. The Daimler Motor Company Limited bought The Daimler Motor Syndicate Limited from Lawson's British Motor Syndicate as a going concern. Simms was appointed consulting engineer to the new business but was not to be on the board of directors, possibly because he had become a director of the Cannstatt firm. One of the duties assigned to Simms was to find a suitable location for the factory. Simms found

3243-589: The other, stopped making Lanchesters, had a highly publicised removal of their chairman from the board, and developed and sold a sports car and a high-performance luxury saloon and limousine. BSA sold Daimler to Jaguar Cars in 1960, and Jaguar briefly continued Daimler's line adding a Daimler variant of its Mark II sports saloon . Jaguar was then merged into the British Motor Corporation in 1966 and British Leyland in 1968. Under these companies, Daimler became an upscale trim level for Jaguar cars except for

3312-623: The publishing firm of Iliffe & Son around 1877, he edited the Cyclist later The Cycle and Motorcycle Trades Review and frequently contributed to other cycling papers. Sturmey was from 1879 an early leader in what became the Cyclists' Touring Club . In 1893 he founded the International Cycling Association to hold the World's cycling championships each year. It was superseded in 1901 by

3381-430: The purpose and a major re-design and refinement of Knight's design took place in great secrecy. Knight's design was made a practical proposition. When unveiled in September 1908 the new engine caused a sensation. "Suffice it to say that mushroom valves, springs and cams, and many small parts, are swept away bodily, that we have an almost perfectly spherical explosion chamber, and a cast-iron sleeve or tube as that portion of

3450-537: The rear licence plate holder. Attracted by the possibilities of the "Silent Knight" engine Daimler's chairman contacted Charles Yale Knight in Chicago and Knight settled in England near Coventry in 1907. Daimler bought rights from Knight "for England and the colonies" and shared ownership of the European rights, in which it took 60%, with Minerva of Belgium. Daimler contracted Dr Frederick Lanchester as their consultant for

3519-402: The right to arrange the public flotation of the proposed new company and to acquire a large shareholding for his British Motor Syndicate. Welcomed by Simms, the negotiations proceeded on the basis that this new company should acquire The Daimler Motor Syndicate Limited as a going concern, including the name and patent rights. In order that the Daimler licences could be transferred from Simms to

SECTION 50

#1733085525855

3588-569: The same meeting Simms produced the first licence to operate a car under the Daimler patents. It was for a 3 + 1 ⁄ 2  hp Panhard & Levassor that had been bought in France by The Honourable Evelyn Ellis, who had three Daimler motor launches moored by his home at Datchet . On 3 July, after Ellis bought the licence, the car was landed at Southampton and driven by Ellis to Micheldever near Winchester where Ellis met Simms and they drove together to Datchet. Ellis later drove it on to Malvern. This

3657-589: The standard for all manufacturers instructing RAF mechanics. Having its own body shop, Daimler had the woodworking ability to build complete aircraft. By the end of 1914, they had built 100 units of the Royal Aircraft Factory B.E.2c . These were followed by the BE12 and RE8 . Daimler purchased an open field beside their Radford factory, cleared the site, and made it available to the Government, who turned it into

3726-418: The three-speed was very brief and in reality consisted of little more than allowing his name to be used to endorse the product. The syndicate was formally established in January 1903 but by July 1904, Sturmey had ceased to be a director. He never again had any involvement with Bowden, Raleigh or the syndicate's successor, Sturmey-Archer. On the same day that the syndicate was formed, Archer and Reilly entered into

3795-482: Was "no mean feat". The sale of Daimler Motor Syndicate to Lawson's interests was completed by the end of November 1895. The shareholders of the Syndicate had made a profit of two hundred per cent (200%) on their original investment. On 14 January 1896 Lawson incorporated The Daimler Motor Company Limited . A prospectus was issued on 15 February. The subscription lists opened on 17 February and closed, oversubscribed,

3864-612: Was a close link between the Associated Equipment Company (AEC) and Daimler commercial division. Daimler secured sole marketing rights for any AEC chassis other than those required by AEC's owner (the London General Omnibus Company), and in exchange AEC were to fit Daimler engines in their chassis. This agreement was made in 1912, and continued until AEC war service vehicles had to have the Tylor engine fitted. In

3933-433: Was a director and deputy chairman. The initial prospectus for the flotation of the Daimler company listed him among the directors as J J Henry Sturmey of Iliffe & Sturmey, Coventry. Chairman H J Lawson rarely attended board meetings, Sturmey usually presided and involved himself in day-to-day activities gaining the reputation of "live wire" at the firm. He used the columns of Autocar to promote and support Daimler. However

4002-412: Was a more practical and profitable proposition to manufacture Reilly's hub rather than Sturmey's. Henry Sturmey was bitterly disappointed by Frank Bowden's action and threatened to take his hub elsewhere. Sturmey was a well known expert on bicycle gearing and his name was valuable to Bowden to give the new three-speed hub credibility. Bowden persuaded Sturmey to stay with the project and an elaborate story

4071-492: Was a two-speed designed by William Reilly. It was simply called The Hub and was launched in 1898 by The Hub 2-Speed Gear Company of Salford. William Reilly signed away his rights to any of his future bicycle gear inventions to The Hub company and soon left them to work at Royce of Manchester. Henry Sturmey took the hub gear concept further and designed a three-speed hub which, unlike the original version of The Hub, incorporated automatic freewheeling. Sturmey successfully applied for

4140-431: Was also seen to drive herself in other smaller cars. Since 1904, the fluted top surface to the radiator grille has been Daimler's distinguishing feature. This motif developed from the heavily finned water-cooling tubes slung externally at the front of early cars. Later, a more conventional, vertical radiator had a heavily finned header tank. Eventually these fins were echoed on a protective grille shell and, even later, on

4209-430: Was concocted to give the impression of technical collaboration between Sturmey, Archer, Reilly, G.P. Mills (Raleigh's chief designer) and Alfred Pellant, the agent for Archer and Reilly. This story portrayed Sturmey as the leading figure in the fictitious collaboration, a pretence he maintained for the rest of his life. However, Sturmey's involvement with The Three-Speed Gear Syndicate established by Bowden to make and market

SECTION 60

#1733085525855

4278-425: Was engineered by Dudley Docker , deputy-chairman of BSA, who was famous for previous successful business mergers. Daimler, a manufacturer of motor vehicles, had a payroll of 4,116 workmen and 418 staff immediately before the merger. BSA produced rifles, ammunition, military vehicles, bicycles, motorcycles and some BSA-branded cars . The chairman of the combined group was Edward Manville , who had been chairman of

4347-424: Was formed at Wellingborough to accommodate the 33 pupils who moved, and Weymouth House still exists; since 1989 it has been the girls' house of the school. Weymouth College aimed "to provide for the sons of gentlemen a classical, mathematical and general education of the highest class". The building was designed by George Rackstraw Crickmay in 1864. Pevsner described the building as "The High Victorian style in

4416-452: Was found to have been illegally taking money from the company. Hendriks severed his connections with Simms & Co. in February 1893. Simms' Daimler-related work was later moved into a new company, The Daimler Motor Syndicate Limited, which was formed on 26 May 1893. Following the success of Daimler-powered Peugeots and Panhards at the 1894 Paris–Rouen competition , Simms decided to open

4485-399: Was hardly a success. The new project in 1911 was of advanced design with the drive engines charging accumulators which could be used to provide a power boost, or to drive the vehicle in the event of engine failure. The bodywork was completed in 1913. The war interrupted the testing though it fared well, although it wasn't a commercial success and in 1921 the railcar project was dropped. There

4554-510: Was no Daimler variant. Jaguar Cars remained in its ownership, and from 2000 accompanied by Land Rover , until they sold both Jaguar and Land Rover to Tata Motors in 2008, who formed Jaguar Land Rover as a subsidiary holding company for them. In 2013, Jaguar Cars was merged with Land Rover to form Jaguar Land Rover Limited, and the rights to the Daimler car brand were transferred to the newly formed British multinational car manufacturer Jaguar Land Rover . Engineer Frederick Richard Simms

4623-716: Was supervising construction of an aerial cableway of his own design for the Bremen Exhibition in 1889 when he saw tiny railcars powered by Gottlieb Daimler's motors. Simms, who had been born to English parents in Hamburg and raised by them there, became friends with Daimler, an Anglophile who had worked from autumn 1861 to summer 1863 at Beyer, Peacock & Company in Gorton , Manchester . Simms introduced Daimler's motors to England in 1890 to power launches. In an agreement dated 18 February 1891, he obtained British and Empire rights for

4692-765: Was the 80 hp Gnome Monosoupape rotary. With no drawings available to them, Daimler's Gnome engines were reverse-engineered from an engine delivered to them on 7 August 1914. Daimler later built the RAF 1 and 1a air-cooled V8s, the RAF 4 and 4a V12s, the Le Rhone rotary, and the Bentley BR2 rotary alongside other manufacturers. Production of RAF 4 engines gave Daimler experience in building V12 engines which would be appreciated when they later designed and built "Double-Six" V12 engines for their large cars. Daimler trained air force mechanics at its works and its training methods became

4761-457: Was the first long journey by motorcar in Britain. Simms later referred to the car as a "Daimler Motor Carriage". Later in 1895 Simms announced plans to form The Daimler Motor Company Limited and to build a brand-new factory, with delivery of raw materials by light rail , for 400 workmen making Daimler engines and motor carriages. Simms asked his friend Daimler to be consulting engineer to the new enterprise. Works premises at Eel Pie Island on

#854145