Alvis (1946-1965)

Typically 1946, and facing a bombed-out factory, lost drawings and skills, and steel shortages, Alvis reworked a pre-War car. Wider and longer then the 12/70, saloon bodies from Mulliners and DHCs from Tickford and Carbodies, some specials.

Expensive Tickford DHC has pram irons on the hood; Carbodies’ version did not.

Alvis took the cue from a special commissioned from Belgian coachmaker Bidée, and launched their first post-war sporting car. Bodies were difficult to source but AP Metalcraft took a contract for 100.

Photo: Wikipedia

The pre-war 4 engine was a stopgap, and Alvis had been working on a new unit, originally expected also to be available as a 2-litre 4. But the styling stayed pre-war, updated only with fared-in headlights and a lengthened tail. IFS was new too.

Alvis also needed to fit the 6-cylinder engine in their sportscar to have a hope of competing with faster cars, and they continued with AP Metalcraft to fit a TB14-style rear half to a TA21 chassis and front end. Customers preferred the TA21 DHC.

Photo: Wikipedia

Bodies by Mulliner (shortly to be purchased by Standard-Triumph); DHC by Tickford (just having been purchased by Aston Martin). Higher compression engine of the TC21 plus improved exhaust gave 100 mph, and a boost in the marketplace.

Bonnet air scoops, slimmer door pillars, chrome window surrounds, badging

Swiss company Graber’s very high-quality specials came to rescue Alvis from their coachbuilding difficulties, and unsustainably old-fashioned looks. They, and bus-builder Willowbrook, made small batches for Alvis for the UK market.

After fruitless talks with other coachbuilders, eventually a deal was done with Rolls-Royce subsidiary Park Ward, which kept both parties going nicely. PW’s more modern methods kept prices down, and production started in earnest.

Mk2 cars had recessed driving and fog lights

Fully upholstered and lined hood dropped into a well behind the rear seat where it could be covered with a tonneau. This gave it more elegant lines with the top down than those of most of the competition.

Mk1 cars had air vents above the driving lights.

The TE21 gained Dunlop discs brakes all round and stacked twin headlights. The TF21, the only production Alvis made under Rover ownership, saw a significant tune-up, and a new ZF 5-speed gearbox (BW auto optional)

Final DHC, with same updates as the saloon, including uprated rear springs.

Just after the Rover, a protoype next generation Alvis was built on Rover P6 underpinnings, with independent front suspension and de Dion tube rear. It was styled by David Bache, and build by Radford. Did not survive the BL takeover.

A Rover project team prototype made by Alvis and another possible future model, also too niche for Leyland. Again loosely P6-based, the mid-engined monocoque, V8 coupé with the gearbox under the rear seats and an Alvis-designed chain-drive.

Now owned by Red Triangle, Alvis picked up where WWII interrupted the planned production run of 150 cars. These models closely following the original drawings, including engine castings; modern fuel injection, brakes and gearbox.