Рилей: Британдық автомобиль және велосипед өндірушісінің тарихы

British motorcar and bicycle manufacturer
the British car manufacturer

was a British motorcar and bicycle manufacturer from 1890. Riley became part of the Nuffield Organization in 1938 and was merged into the British Leyland Motor Corporation in 1968. In July 1969 British Leyland announced the immediate end of Riley production, although 1969 was a difficult year for the UK automotive industry and many cars from Riley's inventory may have been first registered in 1970. Today, the Riley trademark is owned by BMW.

The business began as the Bonnick Cycle Company of Coventry, England. In 1890 during the pedal cycle craze that swept Britain at the end of the 19th century William Riley Jr. who had interests in the textile industry purchased the business and in 1896 incorporated a company to own it named The Riley Cycle Company Limited. Later, cycle gear maker Sturmey Archer was added to the portfolio. Riley's middle son, Percy, left school in the same year and soon began to dabble in automobiles. He built his first car at 16, in 1898, secretly, because his father did not approve. It featured the first mechanically operated inlet valve. By 1899, Percy Riley moved from producing motorcycles to his first prototype four wheeled quadricycle. Little is known about Percy Riley's first "motor car". It is, however, well attested that the engine featured mechanically operated cylinder valves at a time when other engines depended on the vacuum effect of the descending piston to suck the inlet valve(s) open. That was demonstrated some years later when Benz developed and patented a mechanically operated inlet valve process of their own but were unable to collect royalties on their system from British companies; the courts were persuaded that the system used by British auto makers was based on the one pioneered by Percy, which had comfortably anticipated equivalent developments in Germany. and Joan Richmond. Another engineer/driver, Freddie Dixon, was responsible for extensive improvements to engine and chassis tuning, creating a number of 'specials' that exploited the basic Riley design still further, and contributed greatly to its success on the track. For series production, the engine configuration was extended into a larger 12 horsepower '4', six cylinder and even V8 versions, powering an increasingly bewildering range of touring and sports cars. The soundness and longevity of the engine design is illustrated by Mike Hawthorn's early racing success after WW2 in pre war Rileys, in particular his father's Sprite. By about 1936, however, the business had overextended, with too many models and few common parts, and the emergence of Jaguar at Coventry was a direct challenge. Disagreements between the Riley brothers about the future direction of the enterprise grew. Victor Riley had set up a new ultra luxury concern, Autovia, to produce a V8 saloon and limousine to compete with Rolls Royce. By contrast, Percy, however, did not favour an entry into the luxury market, and the Riley Engine Company had been renamed PR Motors to be a high volume supplier of engines and components. Although the rest of the Riley companies would go on to become part of Nuffield and then BMC, PR Motors remained independent. After the death of Percy Riley in 1941, his business began producing transmission components and still exists today, producing marine and off highway vehicle applications, as PRM Newage Limited based in Aldermans Green, Coventry. Percy's widow Norah ran his business for many years and was Britain's businesswoman of the year in 1960.

By 1937, Riley began to look to other manufacturers for partnerships. A contract with Briggs Motor Bodies of Dagenham to provide all steel bodies for a cheaper, more mass market saloon had already turned sour, with dozens of unsold bodies littering the factory. It had withdrawn from works racing after its most successful year, 1934, although it continued to supply engines for the ERA, a voiturette (Formula 2) racing car based on the supercharged 6 cylinder 'White Riley', developed by ERA founder Raymond Mays in the mid thirties. BMW of Munich, Germany was interested in expanding its range into England. But the Riley brothers were more interested in a larger British concern, and looked to Triumph Motor Company, also of Coventry, as a natural fit. In February 1938, all negotiations were suspended. On 24 February the directors placed Riley (Coventry) Limited and Autovia in voluntary receivership. On 10 March the Triumph board announced merger negotiations had been dropped. It was announced on 9 September 1938 that the assets and goodwill of Riley Motors (Coventry) Limited had been purchased from the receiver by Lord Nuffield and he would on completion transfer ownership to Morris Motors Limited "on terms which will show very considerable financial advantage to the company, resulting in further consolidation of its financial position". Mr Victor Riley then said this did not mean that the company would cease its activities. On 30 September Victor Riley announced that Riley (Coventry) Limited would be wound up but it would appear that the proceeds of liquidation would be insufficient to meet the amount due to debenture holders. Nuffield paid £143,000 for the business and a new company was formed, Riley Motors Limited. However, in spite of the announced intention to wind up Riley (Coventry) Limited, perhaps for tax reasons, continued under the management of Victor Riley presumably with the necessary consents of debenture holders (part paid) creditors (nothing) and former shareholders (nothing). Nuffield passed ownership to his Morris Motors Limited for £100. such as Donald Healey. The RM line of vehicles, sold under the "Magnificent Motoring" tag line, were to be a re affirmation of Riley values in both road behaviour and appearance. 'Torsionic' front independent suspension and steering design inspired by the Citroën Traction Avant provided precise handling; their flowing lines were particularly well balanced, marrying pre war 'coachbuilt' elegance to more modern features, such as headlamps faired into the front wings. The RMC, a 3 seater roadster was an unsuccessful attempt to break into the American market, while the RMD was an elegant 4/5 seater two door drophead, of which again few were made. The 1.5 litre RME and 2.5 litre RMF were later developments of the saloon versions, which continued in production into the mid fifties. Victor Riley was removed by Nuffield in 1947. In early 1949 the Coventry works were made an extension of Morris Motors' engine branch. Riley production was consolidated with MG at Abingdon. Wolseley production was moved to Cowley. Nuffield's marques were then organised in a similar way to those of General Motors: Morris was the value line, and Wolseley the luxury marque. Aside from their small saloons MG largely offered spartan performance, especially with their open sports cars, while Riley sought to be both sporty and luxurious. With Wolseley also fighting for the top position, however, the range was crowded and confused.

The confusion became critical in 1952 with the merger of Nuffield and Austin as the British Motor Corporation. Now, Riley was positioned between MG and Wolseley and most Riley models would become, like those, little more than badge engineered versions of Austin/Morris designs. The first all new Riley under BMC, however, was designated the RMH, and because of its distinctive engine and suspension design, has been called 'the last real Riley'. This was the Pathfinder, with Riley's familiar 2.5 litre four developed to produce 110 bhp. (The RMG 'Wayfarer', a projected 1.5 litre version, was rejected as underpowered). The Pathfinder body was later reworked and, with a different engine and rear suspension, sold as the Wolseley 6/90. The Riley lost its distinct (though externally subtle) differences in 1958, and the 6/90 of that year was available badge engineered as a Riley Two Point Six. Although this was the only postwar 6 cylinder Riley, its C Series engine was actually less powerful than the Riley Big Four that it replaced. This was to be the last large Riley, with the model dropped in May 1959 and Riley refocusing on the under 2 litre segment. Riley and Wolseley were linked in small cars as well. Launched in 1957, the Riley One Point Five and Wolseley 1500 were based on the unused but intended replacement for the Morris Minor. They shared their exteriors, but the Riley was marketed as the more performance oriented option, having an uprated engine, twin S. U. carburetters and a close ratio gearbox. With its good handling, compact, sports saloon styling and well appointed interior, the One Point Five quite successfully recaptured the character of the 1930s light saloons. At the top of the Riley line for April 1959 was the new Riley 4/Sixty Eight saloon. Again, it was merely a badge engineered version of other BMC models. The steering was perhaps the worst feature of the car, being Austin derived cam and peg rather than the rack and pinion of the One Point Five. Overall, it could not provide the sharp and positive drive associated with previous Rileys, being based on the humble Austin Cambridge and Morris Oxford. Sharing many features with the similarly upmarket MG Magnette Mark III and Wolseley 15/60, it was the most luxurious of the versions, which were all comfortable and spacious, and (nominally) styled by Farina. The car was refreshed, along with its siblings, in 1961 and rebadged the 4/Seventy Two. 1961 saw the introduction of the Riley Elf based on the original Mini. Again, a Wolseley model (the Hornet) was introduced simultaneously. This time, the Riley and Wolseley versions were differentiated visually by their grilles but identical mechanically. The final model of the BMC era was the Kestrel 1100/1300, based on the Austin/Morris 1100/1300 saloon (BMC ADO16). This also had stablemates in Wolseley and MG versions. Following objections from diehard Riley enthusiasts, the Kestrel name was dropped for the last facelift in 1968, the Riley 1300. Between 1966 and 1968, a series of mergers took place in the British motor industry, ultimately creating the British Leyland Motor Corporation, whose management embarked on a programme of rationalisation—in which the Riley marque was an early casualty. The badge began to be discontinued in many export markets almost immediately. A BLMC press release was reported in The Times of 9 July 1969: "British Leyland will stop making Riley cars from today. "With less than 1 per cent of the home market, they are not viable" the company said last night. The decision will end 60 years of motoring history. No other marques in the British Leyland stable are likely to suffer the same fate "in the foreseeable future". The last Riley badged car was produced in 1969 and the marque became dormant. For many enthusiasts, the name of Riley still has resonance into the 21st century. In spite of the decline of the marque under BMC, surviving well preserved examples of the period are now considered desirable classics, the Riley 'face' and badge lending a distinctive character. The needs of enthusiasts are met by the Riley Motor Club, the original factory Club founded in 1925. Many of the original racing Rileys compete regularly in VSCC (Vintage Sports Car Club) events, and pre war racing 'specials' continue to be created (controversially) from tired or derelict saloons.

Following BMW's purchase of the Rover Group in 1994, the Riley marque was planned to be revived. During a dinner hosted by the Association of Riley Clubs celebrating the centenary of Riley, BMW Chairman Bernd Pischetsrieder, who was an enthusiast for many historical British marques, announced that the Riley name was to return. He stated that development of a new model was to begin immediately, with Rover engineering director Nick Stephenson in charge of the project. It was later revealed that BMW had developed a three door concept car based on the Rover 75, named the Riley Coupe. The project was later cancelled after Pischetsrieder's removal in 1999, and BMW's subsequent divestment of the MG Rover Group in 2000. The rights to the Triumph and Riley marques, along with Mini were retained by BMW. In 2007, William Riley, who claims to be a descendant of the Riley family (although this has been disputed), formed MG Sports and Racing Europe Ltd. This new business acquired assets relating to the MG XPower SV sportscar from PricewaterhouseCoopers, the administrators of the defunct MG Rover Group, and intended to continue production of the model as the MG XPower WR. Production never materialised. In September 2010 the motor magazine 'Autocar' reported that BMW were considering the revival of the Riley brand in the form of a variant of the redesigned MINI. This would most likely be a luxury version taking its cues from the 'Elf' of 1961–9, with a 'notchback' (booted) body, and the interior trimmed in wood and leather in the manner of earlier Rileys. No sources were quoted, however, and in the absence of any statement from BMW reports of the possible resurrection of Riley must be regarded as highly speculative. Autocar reiterated this information in April 2016.