Riley Cars
Riley Cars
As old as the industry as modern as the hour
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Riley car photographs / pictures in alphabetical order

If you would like your car to appear here please contact me with details.
Riley 9 h.p Mk IV (2 str.) tourer
Forerunner to the Ascot which is sometimes known as a Doctors Coupe or Golfers Coupe.
Above - on show and described as a 1931 Riley 9 with 2 dicky seats at the Atwell-Wilson Motor Museum, Calne, Wiltshire.

Riley Adelphi

On the left owned by Guy Deneweth from Belgium 1937, chassis 27A6088, 1490 cc engine A6088. On the right - picture kindly sent by Charlie Clifford.


Autovia special.
For more information see my  Autovia page.
BMC 1.5

A very nice 1961 BMC 1.5 at Goodwood 2004
BMC Riley 2.6

The sucessor to the RMH Pathfinder, only around 2,000 Two-Point-Six were ever built and only about 16 are believed to survive.
BMC Riley 4/68
For more information on the 4/68 go to  The Cambridge - Oxford Owners Club.
BMC Riley 4/72
A very nice 1964 4/72 seen at Broadlands Sept 04 reg 645MOU.
For more information on the 4/72 see  The Cambridge - Oxford Owners Club.
BMC Riley Elf
Here is a number plate not seen on many Elf's, this one is one of several working Riley in Sri Lanka.  Mini's are popular in Sri Lanka, to look at the Mini owners Facebook site click here -
BMC Riley Kestrel


Below - ebay recently invited amateur car restorers to take part in a challenge to restore their car using parts bought on ebay, the following press release explains all :-  I have edited it to show just the Riley, follow the link at the end to read all about it.
eBay unveils the three classic restoration projects to take part in the first ever eBay Car Challenge.  A Volkswagen Beetle, Riley Kestrel 1300 and Mk3 Triumph GT6 will be transformed over the next three months using only parts and accessories from eBay.

Hundreds of amateur restorers applied to take part in the eBay Car Challenge with the chosen three receiving £4,000 each to spend on eBay.  The restorers will now lavish all their attention on their vehicles in preparation for the final reveal in July.

The oldest vehicle to receive some much-needed TLC is a rare 1968 Riley Kestrel 1300, which once belonged to restorer Charlie Renwick's great grandmother.

Unfortunately, the car has been sitting in a garage for over 40 years and now needs some serious attention to ensure it shines once again. "My great aunt and mum have fond memories of my great grandmother driving this car around, so I hope to make them proud," explains the 25-year-old from Essex.

Follow the journey here:    
Update on progress so far - 
to view all the youtube video's search ebay car challenge

Above left - Charlie with his Kestrel before and right - after restoration
Riley Brooklands
The Riley 9 Brooklands as described in "Collins Gem Guide" to "Sports Cars" published 1986 (therefore not sure of accuracy):-
This model became the epitome of the British sports car.  It had a low-slung, rakish appearance with flared front wings.  The first few cars were actually assembled at Brooklands by the firm Thomson & Taylor, but later on, Riley took over production themselves.  The engine, which caused a sensation when it appeared, remained the basis of Riley models until 1957.  Developement work was undertaken by Parry-Thomas, the famous Welsh driver engineer. He was killed in 1927 while attempting the Land Speed Record, and subsequently Reid Railton took over.
Country of origin: Great Britain
Date: 1927
Engine: Straight four; pushrod ohv; twin Solex carburettors; 50bhp at 5,000rpm
Gears: four-speed manual
Capacity: 1,089cc
Bore & Stroke: 60.3 x 95.2mm
Maximum Speed: 130km/h (80mph)
Chassis: Pressed steel side memembers, underslung at rear.  Front and rear suspension comprising of semi-elliptic leaf springs, friction dampers
Dimensions: Wheelbase 244cm (96in).  Track 121 cm (45.5in)
Tyres: 11 x 68.6cm
Brakes: four-wheel drum
A beautiful Brooklands at the Le Mans classic in 2006, once owned by Whitney Straight. Picture kindly provide by it's present owner who took 2 years
to restored it after it had lain hidden in a garage for 40 years.
Another beautiful 1928 Brooklands, picture taken from an auction catalogue from 1991. One of only 93, once owned by Victor Gillow.

Below - An article from April 1952 "Model maker" magazine about the above Brooklands cars with pictures of GP17



DESCRIBED BY G.H.DEASON ("Model Maker" volume 2 No.17).

Some of the detail in this article is not entirely correct, particularly the reference to the car GP17 once being owned by Whitney Straight, which it was not. The present owner of the Whitney Straight car registration plate GJ18 has well documented proof of this, so I am happy to put the record straight.


The Riley Nine, apart from its general excellence as a normal motor car, can claim with the M.G. and the smaller unblown Bugattis to have been the "primary trainer" of more famous racing drivers than almost any other car. When in 1927 the little Nine replaced the excellent, if somewhat stodgy, s.v. models, the motor public was enchanted with its modern lines, excellent road performance and manners, and its "silent third" gearbox. Sundry gentlemen whose life work consisted of making motor cars go faster than their designers intended that they should, however, were already casting a speculative eye at the new power unit, with its clever two-camshaft, high push-rod valve gear, and 90 deg. valves in hemispherical cylinder heads, and sundry other features likely to lend themselves to their craft.

Amongst these were the uncrowned king of Brooklands, the late J.G. Parry Thomas, and Reid Railton, and it was the former who commenced work on a Riley Nine chassis with a view to producing a racing car. His tragic death at Pendine the same year occurred before the enterprise was completed, but the work was carried on by Reid Railton, who went on to produce the first racing Nine, which immediately distinguished itself by winning its first race on the Outer Circuit at 91.37 m.p.h.

Shortly after this the car was put into limited production by the Riley company, catalogued as the Speed Model, which to the best of my recollection remained its official title during the four years of its manufacture; to all and sundry, however, it has always been the Brooklands Riley. The car was an immense and immediate success with private owners, for not only was it that rare bird, an "off-the-peg" racing car, but it was obviously capable of breaking the long domination of the 1100 c.c. class by the French voiturettes, the most successful of which had been the Salmsons and Amilcars. Names now famous in motoring history began to be associated with the Riley, and amongst drivers with already established reputations who drove the marque with success were Sammy Davis, H.W.Purdy, Capt. G.E.T. Eyston, A.F. Ashby, Cmdr. Whitcroft, Victor Gillow and, of course, the redoubtable Freddie Dixon himself. Many more rose to fame from modest beginnings with this safe and speedy little car, as I was given reason to remember when I was introduced to the perfect little specimen which is the subject of my photographs and this month's drawing, in that happy hunting ground of exciting machinery, Chiltern Cars of Leighton Buzzard. The history of GP17 had been traced, and it was found (incorrectly) to be the car on which Whitney Straight, later to make a great name in motor racing in a phenomenally short time, first essayed competition driving, and which he drove at Shelsley Walsh before graduating to the K3 Magnette and the big Maserati which gained him the hill record. The little car is in virtually original condition, with the possible exception of the front wings, which, at anyrate in the earlier models, were longer, and swept back as far as the scuttle. My pictures, I fear, are not as clever as they might be, my excuses being that within a couple of minutes of taking them a brisk snow storm happened, and the light matched the weather, whilst my rapidly advancing years must have thinned my blood to the point when I find motoring of this calibre in winter a perishing cold business, and chattering teeth are not conducive to a steady camera hand. Nevertheless, in my brief acquaintance with GP17, she proved to have lost none of her powers during the years that have played havoc with my own.

The principal structural features of the Brooklands Riley as distinct from the standard model, are a considerably lower chassis of somewhat different shape, which gave what was in its day an "all-time low" in seating positions. It was said that you could place the palm of your hand on the ground when normally seated, and other less printable, if more picturesque, descriptions were applied to it also. The Riley radiator was retained in a drastically cut-down form, the radiator cap being 31 in. from the ground. A pretty long tailed two-seater body held two people side by side, provided that they left their heavy overcoats behind, and full lighting equipment, a skimpy hood and a generous windscreen, were standard fittings. Viewed from the side the early models were if anything a trifle too long in the tail, and later years produced a shortened version.

Since the car was designed to conform to A.I.A.C.A. sports car regulations to enable it to compete in catalogued sports car events, it was necessary that the bolt-on wheels of the standard machine should be retained, to the great discomfiture of drivers who had to carry out wheel changes during hurried pit-stops, and all the Brooklands models had the six-stud fixing as sold. The original tyre size was 27 x 4.40, although the more modern 19 x 4.50s are now fitted.

Twin Solex carburetters and separate pipes to each exhaust port are features of the engine, which gave some 50 b.h.p. at 5,000 r.p.m. in factory form. A number of later "Plus" series cars were produced with four carburetters bolted direct to the ports, with a common float chamber to each pair. The Riley was one of the first cars to be sold with the now fashionable "remote" gear lever, a tiny control placed centrally with the hand brake. The instrument panel carries its row of modest dials across its full width, and originally a rigid steering wheel was fitted, from the centre of which protruded the hand throttle and ignition levers as fitted to contemporary touring models. The fuel tank is in the tail, with an external filler, the tail also housing the spare wheel.

A number of these grand little cars are still performing with great zest in club race meetings both here and abroad, to remind us that in their heyday they were practically unbeatable in the 1100 class.

Long distance Brooklands records fell to them in 1929. In the same year G.E.T. Eyston won his class in the Irish G.P., and Sammy Davis scored another class win in the Tourist Trophy, being the first unsupercharged car home, irrespective of capacity. In the 1930 T.T., another class win was chalked up, coupled with a class lap record, at 66.82 m.p.h. 1930 also saw Victor Gillow's hair-raising ride to victory at Phoenix Park in the Irish G.P., in the car which subsequently passed into Freddie Dixon's hands and achieved immortality as the "Red Mongrel". In the course of his astonishing drive at Phoenix Park, Gillow broke the unlimited lap record at 76.7 m.p.h., despite the presence of nineteen supercharged opponents. Truly the Brooklands Riley has earned its place among classic British sports cars of the past.


Below - Purposeful front end. The low radiator is emphasised here by the temporary absence of headlamps, which are normally fitted to this model.



Below - Details of the four branch exhaust system, louvres, brake back-plates and wing mountings.


Below - One of the trimmest models of the late Vintage period, the Riley is low by modern sports-car standards. Note the doors extending into the scuttle.


Below - A familiar view in the early 'thirties. The additional number plate makes doubly sure that the law is complied with.

A scale model of a Brooklands on show at the  at Bourton on the Water and a picture of the young 10 year old driver Peter Maclure.
Much more information on this minature car can be found here -  Maclure baby Riley .
Dixon Riley
Shown at The Goodwood Revival, the sign says "1934 Riley Dixon special"
I am reliably informed this is a Dixon Riley once registered as VC8303
Riley Falcon

This 1937 Falcon returned to the UK after a lifetime in Australia in 2000, given a period English number plate by DVLC after providing the necessary paperwork to prove its authenticity. Shown here at the White Horse, Ampfield in Hampshire.
Riley Forecar
Above left - 1907 Forecar at the Heritage Motor Centre
Above right - 1904 Forecar registration D1894 at the  National Motorcycle Museum 
Riley Gamecock
1932 Gamecock, Chassis no.6016563. Still warm after succesfully passing its MOT 25.5.01 in Old Shanklin, Isle of Wight.

Note the non standard exhaust, the original running boards and wings have been removed and non standard mudguards fitted. This was done before the present owner bought it in 1957. Still there in 2008 when we visited again but has since been sold, the IOW owner said in 2017 when I went looking for it that he was getting too old to crawl around under it anymore.



Riley Imp

First seen at the 1933 October motor show in what today may be described as a concept car, the first prototype was registered in March 1934.
About 115 were produced over a period of 18 months although precise figures will never be known due to the companies records being destroyed in bombing raids on Coventry during WWII.
A 2008 book "The Riley Imp", Histories and Profiles by John Gathercole gives an in depth history of many of the cars and all things Imp.

The Riley Imp as described in "Collins Gem Guide" to "Sports Cars" published 1986 (therefore not sure of accuracy):-
The final variant of the original Riley Nine, the Imp was a very neat and pretty car with rounded tail and flared wings.  These racy styling characteristics were belied by its performance which did not quite live up to its appearance.  It was popular for rallying but lacked the power for racing.
Country of origin: Great Britain
Date: 1935
Engine: Straight four; pushrod ohv; twin SU carburettors; 41bhp at 5,000rpm
Gears: four-speed manual; optional "preselectagear" transmission
Capacity: 1,089cc
Bore & Stroke: 60.3 x 95.2mm
Maximum Speed: 115km/h (70mph)
Chassis: Box section side members with cross-bracing, underslung at rear.  Front and rear suspension by semi-elliptic leaf springs, friction dampers
Dimensions: Wheelbase 230cm (90.5in).  Track 121 cm (47.5in)
Brakes: four-wheel drum
Body: two-seater; fold-down windscreen
Below, another Prototype Parade, this time from "Model Cars" June 1964, followed by more recent pictures and description from an auction.
All of the Prototype Parade aricles can be found here -  Prototype Parade   , only 2 Riley related in the whole series.
(I will add that the other article above about the Brooklands Riley has some errors so beware of the accuracy of this one)




A. RUSSELL BLACK ( Model cars June 1964)

Every once in a while the automobile industry produces what enthusiasts might refer to as a masterpiece of engineering but they, being perhaps a little biased, tend to exaggerate a trifle.  Still, I do not think that there is any doubt that in their own way these cars are “jewels” and often the case is that they are a good investment if one is prepared to wait until such times as their value has in many cases, tripled itself.  The opinion of many, and I am not one to disagree, is that the Riley Imp falls into this category.  Perhaps I should make it clear that it is not the present Imp that I refer to but the model produced in 1935.

The Riley Motor Company had been founded on cars of a sporting nature and with the introduction of the “Nine” in 1926 they paved the way for enthusiasts who were seeking a suitable mount to modify for racing.  The most successful was without a doubt the car produced by the two famous men of the thirties, substantiating the old saying “two heads are better than one.”  These two personalities were of course Parry Thomas and Reid Railton who performed drastic operations on the Nine and when finished it appeared as a low slung racing machine which could be pushed along at a fair speed as the records show.  This little car was not long in making a name for itself and in fact won the first race it was entered for.  The company of Thomson and Taylor, who were responsible for many of the big land speed record cars, decided to produce this car in limited quantity and was built at their Brooklands works and became known as the Riley Brooklands Nine.

The success of this little car in the hands of many exciting names amongst whom the one F. W. Dixon stands out, fired the Riley Motor Company into producing this car themselves under the name of “Speed Model” but there was a snag that in fact was not cleared until the production of their next car.  The Brooklands was in fact a car developed for racing and was far too potent a machine for the open road and it was this reason that the Riley Company produced the Imp to cater for the average enthusiast.

The new car certainly had “impish” lines as its name suggests and even today it has the true appeal of the sports car line.  Certainly today we must face the fact that comfort comes first and that the sports cars are designed with this in mind, but personally I feel that it destroys the line when taken too far.  The powerplant of the Imp was the ever faithful Nine which had a capacity of 1,089 c.c. with a bore and stroke of 60.3 x 95.2 mm.  The overhead valves were operated by high set camshafts, which in turn operated short pushrods on each side of the cylinder block.

The bodywork of the car was made from alloy and this may account for the number still in existence today.  Truly an enthusiast’s car, it is now very difficult to find one that is exactly stock, as the Americans put it, as the owners have altered their cars to suit themselves.  The accompanying photographs show this quite clearly as the mudguard have been cut below the front line of the door and the portion between this point and the rear mudguard has been removed.  The dash too has extras but the owner stated that the car was now in a state of restoration and all would be as near to original in about a year’s time.

I do not think that there is a shadow of a doubt that the 1935 Riley Imp was one of the most exciting sports cars in the 1,100 c.c. class of the thirties.  The few examples that I have the opportunity of examining have all been in excellent condition apart from a few alterations and the unfortunate bump that the one shown in the photographs had to the rear wing, so it does say a lot for the quality of these little cars.

Below - details of auction, again not sure of accuracy.

1935 Riley 9hp Imp Sports Two-seater

Registration no. OW 7859 Chassis no. 6027359 Engine no. 55514 (see below)

Sold for £ 49,450 (US$ 65,154) inc. premium 5 Sep 2015, 13:00 BST

At Beaulieu, National Motor Museum, Present family ownership since 1964.

Development work on a standard Riley chassis by engineers/drivers J G Parry Thomas and Reid Railton so inspired the Riley Board that they sanctioned the designing and building of a two-seater sports car, designated the 'Brooklands'. It featured the well tried and tested four-cylinder, pushrod-operated, twin camshaft engine, displacing 1,087cc, and a lowered chassis and was to dominate the 1100cc class in international competition in the late 1920s and into the next decade. It was from this competition experience that the design of Riley's sporting two-seater Imp, launched in 1933, was developed, a light sports car built on a shortened 7ft 6in wheelbase chassis with appealing styling from every aspect.

This Imp, was first registered with Southampton County Borough Council on 7th November 1935 and, although it’s very early history is not recorded, it is known to have been trialled pre-war by one J.P.Hill.

John Gathercole's standard work, 'The Riley Imp.' illustrates OW 7859 tackling the Adderstone Hairpin on the London-Edinburgh Trial of 1938 and a letter from A.H.Hill in the Riley Register magazine in 1988 refers to the car being "well and truly tested in MCC events" in 1938, taking part in the London-Edinburgh, Lands End and Exeter Trials, being campaigned at Donington, Prescott and Wetherby, and winning the prestigious RMC Ski Lady Trophy that year. In 1959 it was owned by D.Webster of Lytham St.Annes and in 1964 it was bought by Professor L.R.Moore for his son, in whose ownership it remained until his recent death. In 1964 the recorded mileage was 54,000 miles

A letter from D.Webster in 1964 records all work undertaken and refers to the fitting of Girling mechanical brakes. In 1964 this car was selected by Model Cars Magazine for their Prototype Parade Plan no. 146 which featured a fine line drawing by A. Russell Black. This drawing clearly shows the MPH style spare wheel cover which the car retains, a feature which Imp historian Gathercole states is common to only two other recorded Imps.

This wonderful restoration project, in the present family ownership for 51 years, has been off the road for many years and has been the subject of a long, ongoing, but never completed restoration. It appears to be substantially original and complete in all major respects although it should be noted that the original engine (No. 55514) has at some stage been replaced with a Riley 9hp engine of similar vintage – perhaps the outcome of enthusiastic trialling pre-war. The mechanical condition of this manual gearbox car is unknown. The car comes with a good history file including an old buff logbook and Swansea V5C document, maintenance and instruction books, various correspondence and other related literature.

John Gathercole's book can be seen on my "Book's" page -  Books 
Riley Kestrel
From Practical Classics 1997 - (therefore not sure of accuracy):-
The Riley Kestrel offered performance and handling of a high order for its day and had few competitors other than the wide range of models offered by Riley themselves.
Perhaps the most outstanding feature of its 9hp, two-bearing engine is its efficient cylinder head.  The combustion chambers are hemispherical and the twin camshafts in the top of the cylinder block operate the overhead valves by short pushrods.
Available in single and twin carburettor (special series) form, this engine was fitted to such models as the Monaco saloon, Lynx tourer, Imp sports and the Merlin and Kestrel saloons.  The last named were produced in 9hp form over 1933-'36.
Kestrels made in 1933/'34 were fitted with the four-speed helical gearboxes, and later models featured Wilson four-speed pre-selector gearboxes and centrifugal clutches.  Although these brought the penalty of added weight, they did make gear changes easier and virtually instantaneous.
Low weight, aerodynamic bodywork and good handling characteristics made Riley outstanding performers in the 1930s, but their ambitious racing programme and big model range led to financial problems.  Riley were taken over by Lord Nuffield in 1938 and sold to Morris Motors for £1 - sad end to a company respected for its innovative design, high quality and sporting successes.


Left - Big 4 Kestrel, picture supplied by the owner Calum Hamilton.  Right - 1936 12/4 light six DMK56, once owned by my brother Howard Higgs in the 1960's. 

Riley Lincock

Right hand picture from Charlie Clifford.

Riley Lynx
12/4 Lynx (Photo kindly supplied by Peter Morrell).
Riley mentone
Left - Mentone and right - 1934 Mentone available for weddings (search nostalgic car hire)
Riley Merlin 9
Picture supplied by owner Mike Mc Nerney 2016 
Riley Monaco
Below - My 1932 Monaco around 1968 just before I sold it - it is now a special, here are some of my "then" and the present owners "now" pictures.
Below - 1933 Monaco brought from Scotland to Helston in Cornwal 2003, now owned by Tony Barfield.


Below - an early fabric covered Monaco, picture from Charlie Clifford. 
Riley MPH
Riley Redwing
Photographed at Goodwood July 06 a 1923 11/40 2 seater sports "Redwing" although this one has not got red wings!

Riley RM A - H

Announced in late 1945 the Riley 1.5 was initially built at the old Riley works at Foleshill, Coventry. In 1949 production moved to the M.G. factory at Abingdon.
A larger engined (2.5) model soon followed in 1946 when the models became known as the RMA for the 1.5 and RMB for the 2.5.
In 1949 the RMC 3 seater roadster and the RMD 4 seater drophead coupe were made based on the RMB chassis, aimed at the American market they did not sell well so production ceased after only about 500 of each making them the most valuable today.
1952 saw both RMA and RMB models updated to RME and RMF, the RMG never materialise and the last in the line the RMH Pathfinder ceased production in 1957.

Production numbers - RMA - 10504 from 1945 - 1952, RMB - 6900 from 1946 - 1952, RMC - 507 from 1948 - 1951, RMD - 502 from 1949 - 1951, RME - 2446 from 1952 - 1955, RMF - 1050 from 1952 - 1953 and RMH Pathfinder - 5536 from 1953 - 1957.

1952 RMA on show at the Warwickshire. The green RMB to the left is VRE500 now at the Atwell-Wilson motor museum

1950 RMB seen in Australia 2005
RMC drophead coupe
A lovely RMD I saw advertised for sale

1953 RME 1.5 shown here in 1970 ish. It used to belong to Michael Payne.  It cost £50.00. To quote Michael "it was good fun at the time ..but a lot of time under the bonnet". I think we can all agree there!
1953 RMF 2.5 NYL478 shown here at the White Horse, Ampfield, Hampshire. June 2001
What a fantastic line up of Riley Police cars, they were very popular with many forces.

RMH Pathfinder, this is what was said about it (therefore not sure of accuracy) :- RILEY - Stand 125 Earls Court 1953

Plenty of room and very high speed is offered in the new Riley Pathfinder Saloon.

Riley has exhibited many exciting new models at past London Motor Shows-remember the sensation the new Nine saloon caused in 1926, and this time it holds our attention with the new Pathfinder saloon, a car, we trust, which doesn't really tend to run onto the pavement. 

This fine saloon, spacious and stylish, employs the 2 1/2-litre four cylinder push-rod but hemispherical head Riley engine to good purpose, for the compression-ratio has been increased to 7.25 to 1, resulting in a power output of 102 b.h.p., which gives a road speed of over 100 m.p.h. under, as the maker's have it, "ideal conditions."

Here then is another family saloon capable of achieving the once so-magic" century" or "ton." This, moreover, with a back-axle ratio of 5.125 to 1. It costs a basic £915

In addition to this handsome and purposeful substitution for the former 2 1/2-litre, the well-established and truly good-looking 55 b.h.p. 1 1/2-litre Riley saloon has been still further improved in looks. It costs a basic £850.

Riley Motors, Ltd., Cowley, Oxford.
Royal Riley
1899 Royal Riley registration 5DOR at the Heritage Motor Museum, Gaydon, Warwickshire.
Riley car "Specials"
A website has been set up by Michel Vock for pre war Riley specials - 
Above - 12/4 special owned by Dirk Libeert in Belgium (2007), an example of one of the many specials made from original Riley parts.
Above - T.T. Sprite replica, picture from Charlie Clifford.
Above - Picture of one of the H.A.R. Specials and below information, picture and information from Charlie Clifford.


Many members will remember the electrifying performances put up by a very fast Brooklands in the hands of Peter Binns and (before Peter had the car) when it was driven by Austen Nurse. 'What one tends to forget, how­ever, is that (earlier still) the car had been breathed on by Horace Richards who had himself competed with it-not without success.

Horace ran a garage in Birmingham, and devoted a considerable amount of time and energy to various aspects of motor sport. In 1952—spurred on, no doubt, by his campaign with the Brooklands—he produced an entirely new car for the then " Formula 2" calling it by his initials—"H.A.R." In the 'Racing Car Pocket Book' Denis Jenkinson wrote:

"Horace Richards built his own tubular chassis, with independent suspension to all four wheels, and installed the 2 litre Riley engine for 1952/3 Formula 2 racing. A nicely made:, and well proportioned car ..."

The opinion expressed in the last sentence is heartily endorsed by the Editor who can remember Horace performing with the car at Goodwood.

In March, 1952, The Autocar featured this car in its series "Interesting Competition Cars," and in their article they gave technical details as follows.

" The frame is a welded tubular structure consisting of two perfectly straight chrome molybdenum steel tubes, 3in. in diameter and 17-gauge, lying parallel with their centre's about 2ft. apart, and braced laterally by three main cross members. These are tubes of the same diameter as the longi­tudinals, strategically placed to take care of the torsional loads imposed by the front and rear suspension. The centre one is bowed slightly downwards and supports the rear of the power unit. In addition there are two two-inch cross tubes, one each at the extreme ends to carry the radiator block and tail fuel tank. Sheet metal box section pedestals are built up on each side at front and rear to provide a mounting point for the upper suspension arms, the same method being used for the forward engine bearers, which are designed to accommodate three alternative engine units. The frame weighs only 801b.

Independent suspension at both front and rear is through unequal length wishbones controlled by Salter laminated-blade torsion bars. Levers on the ends of these are connected by links to levers of the same length formed integrally with the light alloy lower wishbones, which pivot on their own bearings on the frame. The torsion bars lie inside the main frame tubes and the abutment at their fixed ends is adjustable for trimming the level of the car. Girling piston-type dampers form the pivot point of the shorter upper wishbones.

This much of the system is common to each wheel, the outer ends of the wishbones at the front being connected by forgings, machined all over and polished, which carry separate kingpins upon which pivot standard Riley stub axles.

Riley rear hubs are bolted to light alloy carriers whose central bosses house additional bearings for the short axle shafts. Modified Girling hydraulic brakes having magnesium alloy shoes carried on similar back plates operate in centrifugally cast iron liners in magnesium alloy drums, the hand brake being mechanically operated and separate from the hydraulic system. The tunnel of the rack and pinion steering gear is mounted on brackets welded to the front main cross tube, and the column has two rubber-enclosed universal joints which give clearance for any of the three available engines. The ratio gives 2;I: turns from lock to lock.

Universally jointed half-shafts transmit the drive to each rear wheel from a plain differential housed in an Elektron casing having integrally cast transverse arms which bolt on to faces welded to the frame tubes. On the front of the Elektron nosepiece a separate housing contains a pair of spur gears disposed one above the other so that the transmission line and seat level are lowered considerably. By transposing various gears in this housing, six different final drive ratios are available. Between this assembly and the tail of the gear box is a short universally jointed propeller shaft running in a sheet metal tunnel, the mountings for which, to guard against trouble in the event of failure of the shaft completely encircle both ends. In order to upset as little as possible the weight distribution of the car, which is approximately 50-50, the total fuel stowage is carried in three welded light alloy tanks, 17 gallons in the tail and 71 gallons in each wing tank on either side of the driving seat. An entirely separate feed allows fuel to be used first from the tail tank. Each tank has its light alloy quick-action filler cap and blow-off valves set to 21 lb. A hand operated pump supplies the pressure.

Made of Duralumin in two main portions, scuttle and tail, the body has extremely pleasing contours formed over its steel tube frame, and is readily demountable from the chassis. The hoops of the framework terminate in small feet which bolt on to light sheet brackets welded to the chassis tubes. Louvered fairings flank the one-piece bonnet panel, which is secured by stout spring-loaded straps recessed to lie flush with the surface.

A nose cowling and a full-length undertray complete the body parts, though additional fairing are contemplated over those parts of the suspension left exposed at present. A fixed screen of Perspex is flanked by twin rear view mirrors. Instruments are reduced to a rev counter, oil and air pressure and oil and water temperature gauges.

Centre-lock wheels are shod with 5.00-17in. tyres at the front and 5.25- 18in. rear; the track is 4ft. 2in. and wheelbase 8ft. With 1,100 c.c. engine the weight is about 81 cwt."

Sometime after the death of Horace Richards the Riley engined H.A.R.* was bought (but never raced) by Jack McEwen (of ex Lady Mary Grosvenor Sprite fame). Jack tells us that he obtained the car from a Mr. Bettinson who had bought it from A. L. Healey—the man who had taken over the Richards Garage. Bettinson had been fortunate in obtaining with the car one of the original 2 litre 6 cyl. Riley engines with E.R.A. crank and rods.

Jack sold the car to Colin Clifford who did quite an amount of work on it, and turned it out in the same immaculate style as all his other cars. He brought it to a Coventry Rally a few years ago, and the sight and the sound of it were among the highlights of the day.

Like others before him, however, Colin found that the car—although beautifully made—was not really competitive in the classes in which it was eligible. It has now passed out of his possession.

It is worth mentioning, in conclusion, that there were rumors of a further H.A.R. under construction. This was, so we understand, a 'pipe- dream ' of a car with a ladder type chassis, independent suspension all round, and a 16 litre de Haviland Chipmunk' engine. Nothing whatever to do with Rileys, but interesting all the same.

* There was a second H.A.R.. but although having a similar chassis it was fitted with a Jaguar engine, and is of little interest to the Riley Register.

Riley Sprite
The Riley Sprite as described in "Collins Gem Guide" to "Sports Cars" published 1986 (therefore not sure of accuracy):-
The engine of this handsome car was an enlarged version of the famous four-cylinder Nine engine, while the rest of the car was a direct descendent of the Riley MPH two-seater.  The chassis was basically the same as in the MPH, with the addition of Girling brakes; the bodywork was extensively restyled, with elegant, curving wings and an unusual radiator cowling, with its "fencers mask" shape
Country of origin: Great Britain
Date: 1934
Engine: Straight four; pushrod ohv; twin carburettors; 61bhp at 5,000rpm
Gears: four-speed manual; optional four-speed pre-selector
Capacity: 1,496cc
Bore & Stroke: 69 x 100mm
Maximum Speed: 140km/h (85mph)
Chassis: Boxed-section pressed steel side members, underslung at rear.  Front and rear suspension comprising of semi-elliptic leaf springs, friction dampers
Dimensions: Wheelbase 248cm (97.5in).  Track 122 cm (48in)
Brakes: four-wheel rod operated Girling drum
Above - Belgium registered Sprite, photo from Pete Morrell and the rear end of a 37 Sprite under cover at the St Austell Motor Museum (before it closed).
Above centre - A beautiful reproduction flanked by picures of 2 of the original cars, of one of the three produced for the French Riley distributors Eudel et companie, Jean Eudel and and Guy Lapchin were close personal friends, they pooled resources to create a racing team "Ecurie Eudel" which used Sprite chassis and streamlined bodies designed by George Paulin and built by the noted coachbuilder Maurice Pourtot.

Riley 1904 Tricar
Riley V Twin
Left - 1907 9HP V Twin at the Heritage Motor Centre, right - 1908 2 1/4 ltr. V-Twin, picture from Charlie Clifford.
Riley Winchester
14/6 On show at Goodwood September 2018