by Bill Munro
2025 review by Autolycus
Bill Munro published Carbodies: the Complete Story in 1998. As often happens, this book prompted a flood of additional information that greatly amplified the story of the company. Bill therefore set out more recently to create this far more comprehensive book. He sadly died in September 2024 but his widow Karen has made sure that it was published.
From its 293 pages emerges a fascinating story of a company that richly deserves the title of “A British Motor Industry Survivor”. There is a very useful timeline at the front of the book that makes clear the many phases of the company’s life, and how it coped with massive changes in car body construction from its founding in 1919 up to its present-day continuation as the manufacturer of the TX1 electric taxi. Chapter 1 of the book covers the founding of the company in 1919 by Bobby Jones, a man who had learned his coachbuilding trade with Humber, Charlesworth and Hollick & Pratt. Bobby set up Carbodies to take advantage of the mini-boom after World War I. His first customer was the manufacturer Crouch, soon followed by Cluley, but examples were made for car makers as diverse as Bean, Lanchester and Bentley. The end of Chapter 1 and the whole of Chapter 2 are devoted to Carbodies’ work for the MG company. Chapter 3 covers the expansion of the company and its work for Alvis, Rover and Invicta, and Chapter 4 the Triple-M model MGs, and the loss of work from Alvis and MG for different reasons. Chapter 5 covers the recovery in Carbodies’ fortunes as the Alvis and MG work was replaced by substantial work for the Rootes Group.
In this period up to World War II the book succinctly tracks the ever-increasing developments in body technology and how this posed formidable challenges to Carbodies. Initially, most manufacturers were still mounting their bodies on separate chassis – so, while standard models were using pressed steel coachwork, Carbodies was able to continue making special bodies in the traditional manner. But many, including Vauxhall and Morris, were introducing unitised construction. The writing was on the wall for the traditional body with a wooden frame, mounted on a separate chassis.
Chapter 6 covers World War II. Unsurprisingly, the demands of the war brought technical advances – not least Carbodies’ introduction of Kirksite moulds for pressing small runs for aircraft. This was an alloy of zinc and aluminium with a low melting point, making it easy and cheap to create the moulds. It was softer than steel, and therefore more prone to wear, but perfect for short-run production. Bill’s text brings to life the company’s use of this material and, no less important, its purchase of the first presses to make steel panels in these Kirksite moulds.
Chapter 7 is about the post-war growth of Carbodies. Armed with its knowledge of Kirksite moulds and its press facilities, Carbodies was able to create a range of drophead bodies to complement the standard saloons that were increasingly of unitary construction. But then came the most important decision made by the company: to take on the production of bodies for Austin’s new FX3 taxi. Bill’s deep knowledge of all things taxi shines through in his fascinating telling of the trials and tribulations of bringing the taxi into full production. Not forgotten, however, is Carbodies’ production of bodies for drophead versions of the new Ford Zephyr, the Austin Somerset and the Daimler Conquest Century.
In 1954 Carbodies was bought by BSA and thus became part of the same group as Daimler. But Chapter 8 also tells how Carbodies was also able to make drophead bodies for the new Mk II Consul, Zephyr and Zodiac. There then follows an exciting story of the development of the Austin FX4 taxi, probably the most iconic taxi design in the world. Its body would be made by Carbodies from 1958 to 1997.
Chapter 9 covers the period 1959 to 1973, and Carbodies’ surprising involvement with some of the most famous British cars of the period, from the Daimler Majestic Major, through the Daimler SP250 prototypes, the Triumph Herald, the Humber Hawk and Super Snipe and estate bodies for the Singer Vogue and the Triumph 2000.
Chapter 10 tells the the story of the takeover of Carbodies by Manganese Bronze Holdings, and the many and varied cars for which it continued to make bodies alongside Austin FX3 taxi production. Chapter 11 brings to light a previously rarely told story: that of the ultimately failed development of a new taxi based on a four-door modification of the Range Rover, named the CR6. The ins and outs of this tale of woe make riveting reading. The chapter also tells of the attempts to find new international markets for the FX4 in the wake of the failure of the CR6. Chapter 12 tells the story of the company’s new existence as London Taxis International.
As can be seen from the above chapter content, this is a complex tale, full of twists and turns, and Bill Munro’s thorough research and clear writing has definitely done it justice. The story encompasses many aspects of the ever-changing motor industry in Britain. It is highly recommended.
Publisher: Troubador Publishing Limited http://www.troubador.co.uk
Price: £44.99 plus postage and packing.
Description: Hardback in dustjacket (276 x 215 mm), 293 pages; many colour and black & white illustrations.
ISBN: 978-1-83628-439-0
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