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Sir William Lyons
Page 65
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rHE master key to Sir William Lyons' character is probably his survival as head of a great and expanding motor manufacturing organization from its earliest ys until now. No comparable firm in the industry can 3w such a record: boards of directors have changed inpletely Over the years and certainly no founder today tarots the company which he created as long ago as the 20s.
When his partner, William WaIrriesley, retired in 1935 ;. Cars, Ltd., became a public company; but Sir William ained a controlling interest which he holds even in 1962. ' course, there have been rumours of take-over bids iguar shares rose steeply after one such rumour in 1959); t the chairman says quite categorically that this is merely t air, that it is just not possible for Jaguar to be taken er.
Dn the contrary, during the past two years Jaguar has panded to embrace two old established companies—the limier Co., Ltd., and Guy Motors, Ltd.—both with a de reputation in the commercial vehicle field. Both ,re bought for cash in a straightforward way—some im, changing hands in the two deals.
William Lyons is a Blackpool man. On leaving school served an apprenticeship with an engineering firm, but doubt he would claim that his chief interest at that le was his motorbike. He had not passed the age of when he started up his own business, making motorale sidecars in partnership with Wiliam Walmesley. The me S.S. Swallow Sports—was to endure until after the :orid world war when it was considered that the letters 3. had acquired a somewhat unsavoury connotation.
Of the 1962 Jaguar, engineers doubtless have much to y technically which soars high over the layman's head; t the layman who, after all, is the car buyer, can see th his own eyes what the car is like. One has only to ive along MI—to Coventry, say—and the streamlined auty is revealed in all its desirability.
When I talked to Sir William in his Coventry room he iderstandably said little (in fact, truth to tell nothing all) about his plans for Daimler buses and Guy commer11 vehicles. But one inference is irresistible. It relates design—body design—for the general public the visible heation of inward grace and quality. It was design at attracted buyers to the sidecars on which the Lyons rtune was founded and to the Austin bodies which were a ancestors of the latter day Jaguar. Would the magnifint engine of the 1962 Jaguar enjoy quite so wide a ipularity without its distinctive body line?
I am not aware that Sir William makes any claim to an artist. Nonetheless he has a tremendous flair for design and knows what he is aiming at. Over the years his professional designers have learned to interpret his ideas and sketch and translate them into the actual article, for Jaguar are confirmed believers in the use of full-size models for styling development.
So it is perhaps not too imaginative to assert that when new 'Daimler and Guy vehicles are marketed they will reveal an originality of form which will put them, in their own field, in the same class as the Jaguar. The influence of Jaguar in the commercial and passenger service vehicle world has been amply demonstrated within the past few weeks by the recent announcements regarding Guy and Daimler plans for 1963. In the first instance, the application of Jaguar's k now-how of production and purchasing methods has been combined with a rationalization of model specifications to produce substantial reductions in Guy prices at a time when general price, trends are in the opposite direction. Secondly, the new Daimler singledeck bus chassis offers a rare combination of features.
Sir William Lyons is a silver haired, rubicund man in his 61st year. He speaks softly in an accent which reveals his north country origins. His desk is clear of papers. His room is comfortably furnished but without frills. He leaves the interviewer in no possible doubt as to who is the boss of Jaguar. Around the offices and works he is known as "The Head Man " and it is his firm conviction that the function of a head man is to lead.
With recollections of labour troubles in the motor industry in mind, I asked him whether, in his view, workers have any sound conception of the vital role played by exports in our economy Did they appreciate that hold-ups in production may hand over business on a golden platter to eager competitors in Germany, Italy, the United States and elsewhere?
"They appreciate all that," he told me. "They have a pretty genuine grasp of the situation. But that doesn't prevent them from asking tor more."
He is only too well aware that our commercial existence depends upon exports, and no doubt a great deal of research is going on regarding overseas possibilities for
Jaguar's commercial vehicle acquisitions. H.C.