King was head of new vehicle projects at Rover from 1959, a role in which he oversaw some of the most popular cars of the era including the Rover 2000 and SD1, as well as the Triumph 2000 Mk2, Stag and TR7.

Graham Robson writes ‘an appreciation’:

It would make a good exam question:

‘Two famous engineers. Spen King and Alec Issigonis – compare and contrast.’

It wouldn’t take me long to write the answer: Issigonis liked to be famous, while Spen King shied away from publicity. Yet Spen could do almost everything – and he was also an accomplished, instinctive, stylist!

Britain’s motor industry watchers had known all about ‘Spen’ King for many years before he took over from Harry Webster at Triumph. By then he had already been connected with Rover (latterly British Leyland) for 25 years, his list of ‘credits’ including the still-secret Range Rover.

If Spen hadn’t proved himself to be a engineering genius, cynics might have said that he was lucky. As far as an engineering career was concerned, if there wasn’t a silver spoon in his mouth when he was born, it was close, for Surrey-born Charles Spencer King’s mother was the sister of Spencer and Maurice Wilks.

Spencer Wilks directed Rover’s fortunes from 1929 to 1960. His brother Maurice was Rover’s chief engineer from 1931 until 1957, later managing director, and chairman. That’s some family history !

Not that Spen ever needed a family connection to make his name. After being apprenticed to Rolls-Royce at Derby (during the Second World War), he rapidly got involved in pioneering gas-turbine aero-engine work. Joining Rover in 1946 (along with Frank Bell) he then concentrated on gas-turbine engine, and car, design and development work until the mid-1950s. A brave driver, he drove the first Rover turbine car, JET1, at 152mph in  Belgium in 1952:

Not only the engine and the concept, but (along with Gordon Bashford) the advanced chassis layout of the rear-engined 4WD T3 turbine car was also to his credit – he did that one in the evenings, while recovering from a broken leg sustained in a skiing accident:

‘We did the T3 with no budget at all,’ he reminded me, ‘ but it ruined our social lives for a time.’

From 1959 he then headed  Rover’s technical forward planning team, finalising the P6 2000 model, installed the light-alloy vee-8 engine in many different cars, and designed two attractive Rover prototypes – the mid-engined P6BS coupe and the big ‘Grosser’ P8 passenger car. Then he conceived the magnificent Range Rover.

Although Spen always insisted that he was happier designing new cars then running a management team, steady promotions eventually forced him to become a manager. Drafted in by British Leyland to be Triumph’s technical director in 1968 (at short notice, to replace Harry Webster, who had gone to Austin-Rover), he then presided over the birth of cars as diverse as the Dolomite, the Triumph 2000 Mk II/2.5PI range, Stag, TR7 and TR8.

He then became technical supremo of the merged Rover-Triumph business in 1972, which meant that he was also responsible for the big Rover SD1 (which really replaced the last of the 2000s), before heading Leyland Cars’ entire technical operation in the mid 1970s. From 1979 he became BL Technology’s Deputy Director, and eventually Chairman, before retiring in 1986.

For years after that, still ridiculously active in spite of his advancing years, he was still consulting with various engineering companies in the Midlands, and was resisting any suggestion that he should retire. Busy too – when I invited him to Triumph’s glittering 75th Anniversary dinner in 1998, he turned me down because he was already booked to join a ‘whale watching’ cruise off the coast of Alaska!

Need I even emphasise, too, that he was an absolute gentleman. Interviews might be given only reluctantly, but were then lengthy, courteous and always free of artifice. To listen – and one had to listen -and to hear Spen explaining why Triumph’s 2000/TR6-type independent rear suspension was deficient, was to receive a persuasive technical lecture.

But was I surprised by this thoughtfulness ? No, I was not – but then, I admired Spen, and everything he represented, for a very long time….

The photoshoot will be taking place this Friday, the 23rd of July, in the Cambridge area. The chosen owner will be treated to a slap-up lunch, petrol expenses and a DVD of pictures from the shoot.

If you would like to have your car take part, contact Ross Alkureishi on rossalkureishi@yahoo.com or telephone 0786 6609033.

After giving out those already promised, he is likely to have 4 or 5 spare.

Register Members are invited to contact David to take up the remaining tickets.

Each ticket covers all three days Fri/Sat/Sunday and covers all occupants of the car (a very generous gesture).  There is a Works Triumph display on the Saturday and we are staging a small WCR40 display on the Sunday. Camping is available of course.

Tickets are limited to members who are willing to bring their Triumphs and display them on one or more days. There is a guest club concours prize to enter for as well.

Anyone wanting to attend should contact David without delay with either a phone call or an email to chairman@triumph2000register.co.uk

http://www.tr-register.co.uk/IWE10/ for more details.

King was head of new vehicle projects at Rover from 1959, a role in which he oversaw some of the most popular cars of the era including the Rover 2000 and SD1, as well as the Triumph 2000 Mk2, Stag and TR7.

Graham Robson has written an obituary for us which will appear in the August edition of SIXappeal.

The discount codes will be published in SIXappeal 174 (August).

The show takes place on the 12th, 13th and 14th of November 2010.

There is still one more to come, so keep posted.

The competition, in association with Lancaster Insurance, has six defined categories – Pre-war, Forties, Fifties, Sixties, Seventies and Eighties. There are no restrictions on the number of cars owners can enter – if they are lucky enough to own more than one classic car, then all the vehicles can be included.

An expert judging panel will evaluate the entrants on their individual merits including any mammoth restorations, its fascinating history and how often it is used. From this information and imagery provided, the panel will then shortlist ten cars from each category and invite the public to vote for their favourite.

It will be the public who decide the winner and the runners up of each category. The winning cars will then go on display at the Classic Motor Show at Birmingham’s NEC from 12th to 14th November where the overall winner with the most votes will be revealed and the grand prize awarded.

The eventual winner of the title will receive a unique trophy designed by Silvebronz as well as a mountain of prizes including a year’s free comprehensive car insurance up to a value of £300 from Lancaster Insurance, weekend tickets to the Classic Motor Show and hotel accommodation. They will also receive a Caracalla Bagaglio bag, a Dakota jacket, a hamper of Farecla cleaning products, a specialised car cover, a TX watch, a Karcher pressure washer and a Teng Tools toolbox and tools worth over £1,000.

The category winners will receive a year’s free comprehensive car insurance up to a value of £300 from Lancaster Insurance, weekend tickets for the Classic Motor Show and hotel accommodation, a Caracalla bag and a £100 Farecla cleaning product hamper. The owners of all 60 shortlisted cars will receive a commemorative certificate and the six category finalists and runners up will be awarded trophies.

Classic car owners can enter via the competition website (www.ccoty.co.uk) or by sending details of the car, a brief history, full contact details and up to three images to Classic Car of the Year, Media House, Lynchwood, Peterborough, PE2 6EA. The closing date for postal entries is 16th June 2010 while online entrants have until 23rd June 2010.

A booking form is reprinted in Issue 172 of SIXappeal or can be downloaded HERE.

Now a message from the organisers, Sandra and Alastair Stewart:

The plans for the Borgue National are progressing well and the bookings have started to come in. The static caravans/log cabins will be allocated by the owner of the site. There are approximately 30 available and will be as near to the area of the show as possible.

We look forward to seeing everyone there hopefully staying on site, but anyone wishing to come for the day can purchase a ticket at Rally Control.

Our intentions are to have a run to the Mull of Galloway on the Thursday, which has a lighthouse and restaurant on site with fantastic views and the possibility of sighting Minke whales. Ideally we would like as many Triumphs as possible to enable a beautiful location for a picture opportunity. Those not bringing Triumphs will be welcome also.

Also in the area is Port Logan and Port Patrick, which were used as the main locations for the TV programme 2000 Acres of Skye. Cream of Galloway is a must to visit if you enjoy ice cream, as there are lots of flavours to try and a super children’s play area. David Coulthard’s museum is another place of interest, quite a small museum and a basic refreshments bar, which is between 3 and 4 miles away from the campsite.

There is a micro-brewery in Castle Douglas which, if there are a few interested, we could perhaps arrange a visit during the week. If you just want a day chilling out there are some beautiful walks around the campsite and of course also the swimming pool, golf course and all weather bowling green.

Close by is Castle Douglas and Gatehouse of Fleet, and Kirkudbright. We will include maps of these towns in the welcome pack.

Sandra and Alastair