At a cursory glance, the world appears to be in the hands of the British car industry. But behind the badges of the high profile brands, and beyond, is potential that will probably never be fulfilled.
Britain, Britain, Britain. Famous for, amongst other things, a "British cup of tea". It’s the national drink of Britain, it’s deep-rooted into the foundations of British culture, and, for some, it’s come to define part of the patriotic pride in being British. You can’t just drink any tea; you should drink a "British cup of tea". And a proper "British cup of tea" at that. But, here’s the thing. "British tea", is not really British, at all.
All tea is made from the leaf of the Camellia Sinensis plant, which originates from China. The first commercial tea plantation was introduced to India by the East India Company in 1837; to accomplish this, Chinese tea seeds were smuggled into India. The Company wanted to break the Chinese monopoly on global tea trade, and undercut the cost of tea production. At the time, India was under British rule by the EIC, otherwise known as colonialism.
This first form of globalised corporation exploited indigenous people and natural resources of India for the wealth and power of Britain, and the EIC. After tea leaves were harvested, it was exported, and sold in Britain. The British Government encouraged its consumption because of revenue it gained from taxing tea. This subterfuge meant people identified with tea as inherently British. But it wasn’t.
"Don’t let the rear lights replicating the Union Jack flag deceive you - that’s just a marketing gimmick. Without BMW, MINI would have perished"
It was a red herring for British people, and illustrates the power of indoctrination for corporate gain. Yet this nationalistic misconception of tea lingers on in Britain to this day. As a car enthusiast, I sense this is perhaps similarly and evidentially misplaced in parts of the present-day British car industry.
An example of this misplaced identity is the MINI brand. The British icon was purchased by the BMW Group, a German carmaker in 2000 from the Rover Group amid financial struggles. Not only did this salvage MINI from vanishing from existence altogether, it enabled the MINI brands potential to be fulfilled. The BMW group had the finances, resources and expertise to transform MINI from a struggling, overlooked outfit, into a youthful, cool, serious player.
BMW have achieved this feat by conducting research and development operations at MINI headquarters in Munich, Germany. At this location, MINI cars are designed and engineered; 60% of MINI car parts are imported into Britain from European Union member countries. Much of BMW’s DNA is encoded into the latest MINI range: shared platforms, engines and technological components, which has multiple benefits for profitability for both MINI and BMW. The familial bond couldn’t be more apparent.
The BMW Group redeveloped the MINI factory, splitting the build process into three factories, creating in the process the dubbed ‘MINI Production Triangle’. The MINI brand enters a horse for BMW into the low-end premium car market; this gives BMW a broader reach into different car segments. People converging between both MINI and BMW brands is likely, if not inevitable.
Against the criteria stipulated in my search for the country with the strongest car industry in the world, MINI cannot be considered as a British marque. Don’t let the rear lights replicating the Union Jack flag deceive you - that’s just a marketing gimmick. Without BMW, MINI would have perished. The evidence is overwhelming: since 2000, it’s morphed into a German guise, the correct accreditation - from my perspective - belongs to the German car industry.
Another case of mistaken identity is with the Bentley brand. When it was revealed that Bentley was being put up for sale in October 1997, two German carmakers became locked in a battle to buy Bentley. The BMW Group tabled £340 million to purchase the carmaker, but the Volkswagen Group outbid that with a £470 million offer. VW acquired the marque, but that was just the start.
"Bentley’s blueprint has been charted by VW; this expertise laid the foundations that reinvented Bentley. It brought the brand back from the brink of oblivion"
The VW Group clinched the deal for Bentley not just by offering more money. They promised to do more with the Bentley brand than BMW were proposing. Bentley were suffering from starvation of investment, it prevented them from reaching their potential. What Volkswagen did was pour money and resource into Bentley. VW spent £500 million modernising the Crewe factory in Britain; part of this investment increased production capacity. The upgraded facilities enable the body work - some manufactured in Germany - to be delivered for final assembly at the Crewe factory.
In total, VW spent nearly £2 billion reviving Bentley, and has transformed the brand in the process. The number of people working for Bentley in 1998 was 1500. In 2020, that number has expanded to 4398. It’s a similar correlation and contrast with the number of cars Bentley are selling. In 1998, Bentley sold just 414 cars. In 2019, Bentley increased worldwide sales to 11,006 cars - the seventh consecutive year that the brand has sold over 10,000 units.
The evidence is irrefutable: Bentley cannot be considered exclusively a British carmaker; some accreditation - from my perspective - belongs to the VW Group and the German car industry. From 1998 onwards, Bentley’s blueprint has been charted by VW; this expertise laid the foundations that reinvented Bentley. It brought the brand back from the brink of oblivion. Interpreted fortuitously, Bentley could be considered a global brand, an amalgamation of Britain and Germany. But Bentley would not be the marque they are today, without the VW Group.
The third case of mistaken identity is with the Rolls-Royce brand. Put up for sale in 1998 by Vickers, the luxury marque became the knot in the rope of a tug of war contest between two German carmakers: BMW and Volkswagen. Déjà vu? VW outbid BMW’s £340 million offer, instead putting forward £430 million. VW had purchased the vehicle designs, nameplates, administrative headquarters and production facilities, Spirit of Ecstasy emblem and grille shape. But Vickers did not own the Rolls-Royce trademark.
That was owned by Rolls-Royce P.L.C. who coperate with BMW making plane engines for regional aircraft and business jets. This relationship, with BMW's premium carmaker status, meant Rolls-Royce were adament in their conviction that BMW bought the trademark. Strengthening their hand was BMW having another card up their sleeve, and they played it, turning the tables on VW.
BMW already cooperated closely supplying Rolls-Royce with engines and components for cars. As BMW were on the back foot against VW, they threatened to sever supplies within 12 months. This impaired production sustainability for VW, and put BMW and Volkswagen in an effective stalemate. It speaks volumes about the prestigous stature of the Rolls-Royce brand. But, both VW and BMW wanted to avoid a costly and damaging legal fight, so opted for a peaceful resolution.
Negotiations ensued. VW and BMW agreed details of a deal in 1998 that leased VW exclusive rights to the Rolls-Royce trademark until the end of 2002. Thereafter, the rights would transfer to BMW. The compromise meant VW kept the Crewe factory, where both Rolls-Royce and Bentley cars were made. The settlement was a regretful admittance from VW, of a rueful misjudgement.
In the background, it's hard to dispute that Rolls-Royce are as much a product of the BMW Group, as they are an iconic luxury British marque"
This five-year sabbatical gave BMW time to create a new blueprint, putting in place the framework for the rebirth of a new Rolls-Royce company. BMW promised to invest £1 billion in Rolls-Royce, double the company’s workforce and triple production. A new factory was built on the Goodwood estate, near Chichester in West Sussex. It also gave time to develop the new Phantom, the first Rolls-Royce since BMW acquired the iconic and famous British marque.
The evidence is indubitable: Rolls-Royce are a brand rebuilt by BMW. They are a branch off the BMW tree trunk. Credit for the resurrection of Rolls-Royce - from my perspective - is with the BMW Group. With a modest mindset, the fusion of Rolls-Royce and BMW could qualify for dual citizenship between Britain and Germany. But in the background, it's hard to dispute that Rolls-Royce are as much a product of the BMW Group, as they are an iconic luxury British marque.
Aston Martin is a brand predicated on its Britishness. Made famous by the marques long running partnership with the James Bond franchise, Aston Martin are so successful that the company had recently threatened to go bankrupt for an eighth time in its 107-year history. That would have equated to a bankruptcy every 13.4 years. It’s a consistent record, if not a wanted one.
Rewind back to 2013. That financial track record didn't deter Daimler though. A deal was struck to supply some of the next generation of Aston Martins with Mercedes-AMG engines, and electronic systems. In return, Daimler received a 5% stake. Fast forward to 2020 though, and with the news that Mercedes-AMG will be phasing out the 4.0 litre V8, Aston are set to produce a new, internally developed electrified V6 engine.
The DB11 is the chief Grand Tourer in Aston’s current range. With two engines on offer - a Mercedes-AMG 4.0 litre biturbo V8 or a 5.2 litre V12 - you can pick between two different powertrains that change the dynamic of the car. The V12 has 630bhp, which is like a big sledge hammer of uncurbed power. The V8 is more like a household hammer, it has optimal and practical potency, with 503bhp.
In the 0-62mph battle, there is negligible difference between the V12 (3.7 seconds) and the V8 (4 seconds). The difference is in top speed: the Mercedes-AMG V8 is pegged back at 187mph, but the V12 will propel to 208mph. Oh and that 5.2 litre V12 that features in two current Aston models, that’s built elsewhere in Germany as well… Don't shoot me: I'm just the messenger - they're the facts of the matter.
But the Aston eliciting more appeal than the DB11 is the pocket rocket of the current crop: the Vantage. Fitted with the same Mercedes-AMG 4.0 litre biturbo V8 that’s available in the DB11, it produces the same power. Performance is bettered though, with 0-62mph done in 3.7 seconds and a top speed of 195mph. The Vantage is the most focused and feisty Aston, it’s a sportscar with a determined attitude. And in Roadster form, you can hear that Mercedes-AMG V8 rearrange your eardrum. I like it.
"The two traits that all Aston Martins have is coolness and desirability. In abundance. Tons of it. Even if Astons finances seem to contradict that..."
At the sharp end, the DBS Superleggera offers a combination of pace, comfort and dynamic driving. With 715bhp supplied by a tuned version of the same 5.2 litre V12 you can get in the DB11, it’ll do 211mph. Aston will also add its name to the list of desirable marques making a luxurious SUV, in the form of the DBX. They’re a bit late to the party with its launch compared to rivals, but considering Aston’s finances, better late than never.
The two traits that all Aston Martins have is coolness and desirability. In abundance. Tons of it. Even if Astons finances seem to contradict that... The DB11, Vantage and DBS Superleggera ooze all sorts of seductive features that make even the less enamoured feel a degree of want. The beguiling allure all Astons exude make for a seductive mix that’s difficult to resist.
Aston Martin aren’t alone in struggling financially. Lotus are a plucky brand that have suffered financial strain to the extent that in 2017, Chinese carmaker Geely bought a 51% controlling stake. Malaysia group Etika own the other 49%. Most people tend to think little about Lotus really, brushing them aside. But there is much more to the likeable sportscar brand than meets the eye.
The Elise is a refreshingly back to basics variant of pure, unfiltered driving; the best version to showcase the little Lotus’ driving ability is the 250 Cup. With a weight of just 931kg, the Elise sacrifices comfort in pursuit of finely honed and finessed handling. Anything that hinders this formula has been stripped back, to the bare minimum. The bucket seats sit low in the exposed chassis, it has a manual gearbox and a detachable fabric roof.
Everything is designed around magnifying feeling, and anything has been done to enhance that experience. Contributing to that is the 1.8 litre supercharged engine. It produces 245bhp, which may not sound like a lot, but headline grabbing power outputs and top speeds that send the internet into meltdown isn’t the purpose of the Elise. Even so, it’s enough to flick the 250 Cup to 62mph in 3.9 seconds and onto a brisk 154mph top speed.
The Evora GT410 Sport is the most refined and comfortable Lotus in the current range. That makes it the most usable and versatile package, but it’s no slouch either. The beating heart of the Evora is a 3.5 litre Supercharged V6, it pumps out 410bhp. That means the Evora’s pulse accelerates to 62mph in 3.9 seconds and will reach maximum palpitation at a top speed of 186mph.
"Most people tend to think little about Lotus really, brushing them aside. But there is much more to the likeable sportscar brand than meets the eye"
Ratcheting up the ante though, is the fastidiously focused Exige Cup 430, that’s honed to own race tracks. It’s the most powerful Lotus, with 430bhp from the modified 3.5 litre Supercharged V6 featured in the Evora. It’s the fastest Lotus in a 0-62mph sprint, with 3.2 second time. That’s with a six-speed manual transmission. And, it’s the most expensive Lotus, with a £103,835 price tag. But it’s not the most extreme Lotus. That title belongs to the 3-Eleven - a track orientated road car with incredible driving thrills.
Lotus are electrifying in more ways than just one. That’s in the form of the Evija, which is the first car made under new owners Geely. It’s an all-electric supercar that Lotus hopes will be the most powerful production road car ever, with a mind-scrambling 1973bhp. That should send the internet into meltdown.
It will be able to do 62mph in less than 3 seconds, then go on to do 186mph in 9 seconds, before being pegged at a 200mph top speed. But the claimed battery stats are equally impressive; full charge in 10 minutes, with a range of 250 miles. In a capped first run, only 130 examples will be made.
The jaguar is the third biggest cat after tigers and lions. It’s also one of the biggest carmakers in the British car industry. But unlike the sad decline in numbers of the jaguar big cat, the Jaguar carmaker has increased in numbers over the past ten years. This correlation coincides with Indian carmaker Tata Motors purchasing both Jaguar and Land Rover in 2008, and then officially merging both brands together into one company in 2013.
It’s a move that’s proved pivotal to the elevation of Jaguar Land Rover in every way, but we’ll talk Land Rover in a bit. First, Jaguar. This collaborative process has culminated in the maturation of the current range. It's the strongest and best Jaguar has ever produced in its history. Bar none. It’s a range of depth, quality and significance, that's both classy and cool. This licenses Jaguar to compete with the strongest and best carmakers in each segment.
The Jaguar XE is night and day better than its predecessor, the X-Type, in every plausible department. It looks cooler, drives better, the interior is a place of comforting solace. The XE comes with an aura of reserved classiness. But underneath the surface, there’s a credible car capable of performance and handling to rival its closest challengers.
It’s a range of depth, quality and significance. This licenses Jaguar to compete with the strongest and best carmakers in each segment"
This progressive theme runs through the current Jaguar range; the new F-Type is the most conspicuous example of this archetype. The modern successor to the iconic E-Type, the new facelifted F-type - in coupe or convertible version - looks sharper, fiercer and more feral, much like the big cat. This corresponds in performance, highlighted by the F-Type R, the most untamed variant.
With a 5.0 litre Supercharged V8 pumping out 542bhp, the F-Type R darts to 62mph in 4.1 seconds, at full sprint, it will reach 186mph. That’s quick for a big cat. The Jag is armed for dynamic driving: All Wheel Drive adds extra traction and stability and an Electronic Active differential enables each wheel to turn at different speeds for faster handling.
But, the party trick in the arsenal of the F-Type R is the Active Sports Exhaust, press the button and it dials the engine noise from demure to demonic. Through deliberate exhaust valve and spark timing, a drip of fuel is ignited late in the combustion cycle. So, when you do lift off the throttle, the F-Type R sounds like it’s driving over bubble wrap with a mega phone projecting the popping and bursting noises into your ear. At the same time the engine note snarls and growls.
On the inside, it looks like you are cocooned in a leather and suede shell, it’s a functional and comfortable cabin. The infotainment keeps you connected via the 10-inch Touchscreen, so you can view the Interactive Driver Display and other media systems. I like the F-Type R, it’s really rather good.
Much like the rest of the Jag range, which is really rather good too. The E-Pace is a compact Crossover with style, the XF is a class act that pushes rivals all the way and the F-Pace pulls off a fine Jaguar off-roader interpretation. And the all-electric Jaguar I-Pace won, not one, not two, but a trio of top awards in 2019 - World Car of the Year, World Car Design of the Year and World Green Car. Jag must be doing something right.
This peerless portfolio continues into Land Rover, that arguably makes the strongest and best off-road cars in the world. A consistent standard of quality seeps through the range, which makes Land Rover hard to falter. The depth and breadth of the models - too many to list in detail here - each offer a different Land Rover interpretation of off-roader, with a different experience.
But the King of Land Rover is the new Defender. It’s an ambassador for the brand, the most extreme, strongest and best off-roader in the world. No terrain is too tough, the Defender will find a way to surmount any hurdle in its way. Its much-loved predecessor set the bar for ergonomic practicality, utilitarian pragmatism and off-roading ability that other carmakers simply haven’t managed to replicate.
The new, redesigned Defender holds a greater breadth of capabilities than ever before as it treads the narrow tightrope between satisfying hardcore enthusiasts, and appealing to a broader pool of people. It’s clear that the styling has been influenced from its utilitarian roots, and Land Rover has focused on evolving it to a modern interpretation.
"The Defender pulls on your heart strings. It’s not just an exceptional off-roader, it’s a car that makes you feel like you can do anything"
Land Rover has also gone to great lengths to ensure the Defender is good to drive on the road, as well as off it. No easy task, and a tough act to pull off, but one Land Rover has mastered. The engine ranges from four and six-cylinder diesel and petrol engines, with a plug-in hybrid due to be revealed later this year.
As a car enthusiast, the Defender pulls on your heart strings. It’s not just an exceptional off-roader, it’s a car that makes you feel like you can do anything. It’s an icon, and that’s why I won’t go into too much detail about the new Defender here - it’s on my Icons to do list.
At the other end of the car spectrum, McLarens meteoric upward trajectory since the introduction of their road car programme in 2010 has made the British brand one of the strongest and best carmakers in the world. Based in Woking, McLaren were first and foremost the legendary Formula 1 team. Winning 12 Drivers’ Championship and 8 Constructors’ Championships since 1966, the team is housed in the renowned McLaren Technology Centre, inaugurated in 2004.
But, with McLaren’s potential, it was inevitable the brand would branch into McLaren Automotive. They had ventured down this path before, with the McLaren F1. It's still the fastest naturally aspirated car in the world, capable of 240mph. Given McLaren’s resource, finance and expertise, it’s hardly surprising that McLaren have had such a stamp on the road car map. A second facility, the McLaren Production Centre, was built in 2011 and resides opposite the MTC to manufacture and produce road cars.
McLaren’s car range is split into sections that represents a model gradient: Sports Series, Super Series and Ultimate Series. Each car section has different remits and purposes, with varying degrees of velocity. The current track king of the brand resides in the Ultimate Series section, the McLaren Senna. Named after the Three Time World Champion Ayrton Senna, McLaren pays homage to the legacy of the legend who won each of his three titles with the team.
Every aspect about the McLaren Senna is extreme. The engine - a 4.0 litre twin-turbocharged V8 - is the most powerful unit McLaren has ever built. It has 789bhp. The wizard-tech aerodynamics means the Senna produces 800kg of downforce. It’s the lightest McLaren since the iconic F1 - the Senna is stripped back to the bare bones - with a dry weight of just 1200kg. 0-124mph takes 6.8 seconds. The top speed is 208mph. But the Senna is about lap times, not ultimate top speed. McLaren’s weapon for that is the Speedtail.
"Given McLaren’s resource, finance and expertise, it’s hardly surprising that McLaren Automotive have had such a stamp on the road car map"
So then, you’d think at just a cursory glance that the British car industry is robust, strong and one of the best. But on closer inspection, that conception is disputable and debateable. Because - from my perspective - there are gaping holes in sections of the British car industry, vast voids, that have not only been neglected, but effectively abandoned. It’s the car industry that I’ve agonised most over, the car industry I’m most conflicted over, and the car industry I feel the most exasperated about. It's the most complex car industry to fathom.
The gaping holes, the voids not filled, reside around the absence of a mass market brand. There is no mass market carmaker. None. Of any kind. That reality clashes against my criteria stipulated, it’s just not good enough for the British car industry to be considered the strongest - and best - car industry in the world without one. It writes Britain’s nomination out of contention. Without a mass market carmaker, it leaves the British car industry stranded, like it’s in a water raft or kayak, but without a paddle. You need a paddle.
And for those who yell: "what about Nissan, there's a factory in Sunderland" or "don't Honda have a factory in Swindon...". Those points are false starts. These two examples are just assembly plants, built in Britain for commercial purposes. It's like your kitchen is the assembly plant for making a cup of not-really-British tea: you have the water, the tea bag, the kettle, and the cup. Assemble these components together in the right order, and you have a cup of not-really-British tea. The expertise to design, and engineer the cars assembled in Nissan's and Honda's production plants in Britain, originates from Japan. FYI, not a British carmaker.
The present-day British car industry is like a new jigsaw puzzle box, with all the pieces inside. Only to find that when you open the box at home, two thirds of the puzzle pieces are missing. You need every piece to complete the puzzle. Without every piece, it doesn’t really work. I haven’t constructively criticised any British carmaker in particular, because it’s not a question of what Britain does design, engineer and manufacture, it’s precisely what Britain doesn't. This aspect fundamentally undermines it.
The premium carmakers act as a smokescreen, blurring the true stature of the British car industry. It gives a false impression of the depth and breadth and overall status of the car industry on the global stage. Because of the high-profile brands, the perception is distorted, people think it’s bigger and greater than what it really is. Furthermore, none of these British brands are British owned. Of the cars that are designed, engineered and manufactured in the British car industry, it’s been done - the potential has been fulfilled - off the back of other carmakers. It reflects instability and uncertainty that’s only been stabilised by carmakers or investors beyond Britain.
"Without a mass market carmaker, it leaves the British car industry stranded, like it’s in a water raft or kayak, but without a paddle. This aspect fundamentally undermines it. You need a paddle"
But there is hope, because it’s not a question of lack of ability, talent, skill or expertise. Look at the Formula 1 industry: seven of the ten F1 teams are based in Britain - including Mercedes-AMG Petronas. Of course, the Mercedes brand is German, and so is the financial resource. But the design, engineering and manufacturing of the chassis happens at their Brackley factory. The development of Mercedes’ High-Performance Powertrains happens at their Brixworth factory. Both are done in Britain. If this potential could be transferred and replicated on a bigger scale in the British car industry, then the sky’s the limit.
But in reality, that’s unrealistic. The British car industry is a story of unfulfilled potential, a fairy-tale with an unhappy ending. It’s a bleak and grim reminder that the British car industry is not one of the haloed envies of the world. But it has potential to be one, and that’s what strikes at the heart most of all; it’s what disheartens and crushes me. The British car industry has potential that will probably never be fulfilled. The only crumb of comfort for me is that perhaps, just maybe, in a parallel universe, it has.
British Car Industry: Fourth Place
Callum Alexander | Callum on Cars | Features
Photos: MINI, Bentley, Rolls-Royce, Aston Martin, Lotus, Jaguar Land Rover, McLaren
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