In the mid-1930s, Nuffield-era MG was
pitched against free-spirited Riley. James P. chooses between VA and 12/4.
Looking back now, the way in which the
British motor industry developed after WW2 – the mergers, the sharing of
components and the dilution of marque identity was already in evidence during
the second haft of the 1930s. At the heart of thus were two companies that
began the decade doing battle on the racetracks as well as in the showrooms –
Riley and MG.
In
the mid-1930s, Nuffield-era MG was pitched against free-spirited Riley
Both offered advanced, sporting models that
reflected their competition success. They traded overall victory in the
prestigious RAC Tourist Trophy for six consecutive years, with no less a driver
than Tazio Nuvolari claiming it for MG in 1933. Renowned tuner Freddie Dixon
soon hit back, taking consecutive wins for Riley in 1935 and ’36. And then
there was Raymond Mays’ ‘White Riley’, based on the Brooklands Six model and
which formed the stepping stone on his way to building the voiturette ERAs.
MG soon discovered, however, that all of
that success didn’t necessarily pay the bills. In 1935, the company became part
of the Nuffield Organization, the expensive racing program was halted and the
design office was shifted from Abingdon to Cowley. Rather than being given a
relatively free hand at the head of the marque, Cecil Kimber was instructed to
concentrate more on the bottom line than the chequered flag. It had been fun
while it lasted but, from then on, MG would be forced to rely far more heavily
on the Morris and Wolseley parts bins.
MG
looks more substantial in the metal than photos would suggest - note optional
twin spares
The first new model to upset the purists
was the SA of 1935 a luxurious, heavy 2-liter saloon that signaled a shift in
ethos for the company and was designed to take on SS. A year later came its
little brother, the 11/2-liter VA. While the chassis and
the bodywork (saloon, tourer or drophead) were bespoke, the 1548cc engine was
developed from that used in the Morris Twelve and Wolseley 12/48. Much of
running gear was sourced the same way and, while enthusiasts pined for the old
school of MGs, there was no doubt that this approach put the company on a far
more stable financial footing. Almost as many VAs were sold in the first year
of production as Magnettes over the previous three.
Engine
is derived from Morris/Wolseley unit and gives willing performance
In Coventry, meanwhile, Riley was focused
solely on expansion. In 1935, and still reveling in the success of the Nine,
the firm reintroduced a 11/2 -liter four-cylinder model
to its range, something that had been missing since 1928 and which put it in
direct competition with the VA.
While Percy Riley wanted to develop the
existing 1633cc six-cylinder power plant to cover this sector of the market,
his brothers – Victor and Stanley – preferred to create an entirely new unit.
IT was designed by Hugh Rose, who had previously been working on the company’s
transmissions, and used many of the elements that could be found on its smaller
sibling. Such as hemispherical combustion chambers and twin camshafts that were
mounted high in the block. The ‘hot-spot’ induction system – in which the
exhaust gases heated the intake manifold to ensure the most efficient flow was
retained, albeit altered from that found on the Nine.
In 45bhp Standard form, carburetion was via
a single Zenith. The later Special Series option had twin Zeniths or twin SUs,
and upped the output to 52bhp, while from 1936 the really sporting gentleman
could specify the 61bhp Sprite Series engine, with cross flow cylinder head and
water-heated inlet manifold.
A new chassis was developed, too, featuring
box-section side members and tubular cross-members, and further braced via
diagonal cables that crossed at the center. As for body styles, the Kestrel
saloon (which would be offered at $518) and Lynx four-door tourer ($503) were
already popular on other chassis, so they were adapted for use on the 11/2
–liter, which became known as the 12/4. There was a newcomer, too, in the shape
of the Falcon saloon. This design was slightly more upright than the svelte
Kestrel, with the intention that it would be for buyers who desired a little
more room and practicality.
Trying to keep up with the development of
Riley models of this era is a time-consuming business. In 1936 alone came four
more variations on the 11/2-litre theme: the spacious
six-light Adelphi; the two-seater Sprite, which was based on the MPH platform;
the entry-level Merlin; and a six-light version of the Kestrel. There were also
three chassis, each with a different wheelbase. The shortest was for the
Merlin, the middle one carried the Falcon and Lynx, and the longest was for the
Adelphi and Kestrel.
