D-Day was the beginning of the end of the Second World War, the assault on the beaches of Normandy that would ultimately liberate Europe. Churchill and Roosevelt’s “mighty endeavour” changed the course of the conflict but it would be many years before British life returned to normal.
Owning a private motor car in Britain was very much a luxury when war broke out. Only 1.3 million were on the road by 1940, many of which were later commandeered by the Armed Forces for use as ambulances or transport vehicles. Garages were focused on repairing military machines, fuel was in short supply and, combined with strict blackout laws, little moved on four wheels.
British car-makers had quickly turned their attention to building vehicles for the war effort. So much so that private car sales plummeted – only 2,000 were sold in 1940. Nearly all forms of manufacturing were affected by a widespread shortage of raw materials, reduced demand and nationwide rationing.
That included all types of fuel, which became the first item rationed by coupons in September 1939. Increasingly scarce, fuel shortages also forced many private car owners to mothball their vehicles. The basic ration in 1940 was four gallons a month for a seven horsepower vehicle, although soon there would be none for private vehicles.
The Government called rationed petrol “motor spirit” but from March 1942 only businesses were issued with coupons, while there were also allowances for essential services, such as doctors and vets. A gallon of petrol cost 1/6d but such was the demand that an epidemic of fuel syphoning broke out. Car owners – still mainly the middle and upper class – hoarded cans of petrol under lock and key until needed.
Car owners often turned to pedal power, although bicycles were also hard to buy new, while buses struggled to stay on the road. Many only ran until 9pm, or 2pm on Sundays. In rural areas, some didn’t operate at all. In towns, one happy consequence was that the empty streets became a playground for children. Fuel rationing remained in place until 1950 but was reintroduced during the 1956 Suez Crisis.
Established car manufacturers worked flat out to supply the forces, with the number of military vehicles soaring from about 40,000 to 1.5 million. That included tanks, scout cars and even mobile bathing units. And while secondhand Austin, Morris, Standard, Humber and Rover cars had been top-sellers on the high street, the industry was busy supplying aircraft parts, jerry cans and even tin helmets.
Various prototype military vehicles were developed – some of which made it into production. Among those that failed to make the cut were the all-wheel-drive Standard JAB (or Jungle Airborne Buggy), the SS Ultra Lightweight prototype and the Nuffield Experimental Two-Seater. The latter looked remarkably similar to the 1944 Willys Jeep that I drove in the Cotswolds last month.
More conventional vehicles produced in their tens of thousands included the Austin “Tilly” utility and two-ton truck, the latter favoured as an ambulance. Morris built a 4x4 gun carriage, Wolseley produced a variety of armoured cars, Vauxhall manufactured the Churchill tank and Rootes the Humber staff car.
Churchill, Eisenhower and Montgomery were famously chauffeured to high-level military meetings in a Rolls-Royce Phantom III. However, “Monty” himself chose a 1943 Humber Super Snipe Tourer during the final years of the campaign, from the D-Day landings in 1944 to the end of the war.
Known as the Victory Car, for obvious reasons, the Humber famously fell off a temporary Mulberry harbour into the sea just after the Normandy landings. The Field Marshall insisted the vehicle was recovered immediately – it was back in use within 24 hours.
Top brass British officers were afforded a Humber Pullman limousine on official business. The vehicle was fitted with a roof rack for kit bags and a glass screen between the front and rear seats, enabling hush-hush talks about the next operation while en route.
Eighty years ago, comfort features in mass-production cars were scarce. There were semaphore indicators, a speedometer, opening windows for ventilation and not much else.
The “pleasure motorist” had yet to be identified – cars were strictly functional, no thrills and practical for all but the lucky few.
British vehicles had a reputation for reliability, so much so that a Morris newspaper advertisem*nt proudly stated: “It must have been pleasant for General Montgomery to see among our booty a number of British vehicles of the Morris make, which the Germans apparently captured and are still using.”
Although the all-American Willys Jeep came into service from 1940, the concept of a comfortable SUV was decades away. Even the post-war Land Rover was a rough and ready utility in the Jeep mould, as the marque remained until the 1970s.
There were meagre offerings available to the great British motorist during the war – here’s what a car-mad fellow would be considering.
Top cars of the 1940s
Austin 10
Launched in 1932 and priced from £155, the 1,125cc 10 was an old design that became Austin’s best-seller during the 1930s. Capable of 50mph, it was favoured for its reliability and smooth ride, while some models could be fitted with a slide-back sunroof. The 10 survived until 1947 when it was replaced by the A40.
Humber Super Snipe
A step up from the Austin, the Humber was considered a luxury car thanks to its superior craftsmanship and a 4,086cc, six-cylinder engine that was good for 79mph – quick for that era. The BMW of its day, the Super Snipe was aimed at professionals and government officials with deeper pockets.
Morris Eight
The compact Morris was inspired by the popular Ford Model Y and introduced in 1935. Available as a two- or four-door saloon, or a two- or four-seat open tourer, the Eight cost from £118 and became the best-selling British car of the late 1930s. A 918cc engine offered modest performance, while bumpers and indicators cost extra.
Rover 10 P2
Launched in 1939, Rover’s family saloon cost £275 and had a 1.4-litre engine producing 48bhp, giving a top speed of 70mph. Few were built before a bombing raid wrecked Rover’s Coventry factory in late 1940 and production shifted to Solihull. Later versions were offered with an optional heater.
