|
|
|
|
28/06/2010, 01:57
By John Crawford
|
|
|
It was October 1978 and I was escorting Charles Spencer King from his room in the Bundanoon Hotel, where he had been secreted most of the day after flying in from London. We were headed downstairs to surprise a group of motoring journalists, and ‘launch’ the new Rover SD1.
At the top of the stairs the icon of Australian automotive journalism, Peter Robinson, stopped, stared, recognized Spen King and whispered to me: “Fantastic Crawf, what a thrill to be able to meet him.”
For the remainder of the evening Spen King seduced, entertained and informed the press in his direct, no-nonsense manner and gave a car with questionable heritage a great introduction to Australia.
It was his only trip to Australia, and the following day we drove together to Thredbo, experiencing an unseasonal snowstorm in the alpine village. Returning to Canberra, in one of the SD1 press cars, he remarked: “The quality’s bloody awful, I hope we get can this right.”
That was Spen, a no bull.... sort of guy. His upfront honesty and candour won him both admirers and foes over more than 40 years in the car industry. From shortly after I met him, until his passing on Saturday, June 26, 2010 we became firm friends and I had the pleasure of staying with him and his charming wife Moyra (who passed away in 2009) at the Old Manor House in the Cotswolds many times over the ensuing 32 years.
On one of those occasions, in September 2004, we discussed his life, his experiences and his career over most of a day. However all that interview could really record was an overview, because delving into the details would have absorbed many more days.
After he retired in 1985 he maintained strong links with the aluminium industry, exploring new technologies. Recently we had begun a dialogue to introduce him to current fuel cell technology. Like all good engineers Spen’s most dominant characteristic was curiosity, and a passion for developing theories into practical applications.
Although he agreed to help Leyland Australia launch the Rover SD1, even Spen would admit it was not a project he was particularly proud of. The car was born in an atmosphere of compromise and committee decision-making, which was not Spen’s way of doing things. Also, at that time Rover was by then a shadow of the great engineering-led company which Spen joined in 1945.
He was originally apprenticed to Rolls-Royce, but three years later he joined his uncles, Maurice and Spencer Wilks, who were running Rover. He worked on the Jet1 and T3 gas turbine cars, and led the teams which developed the Rover P6, the SD1 and the Range Rover. He designed the innovative 16 valve cylinder head for the Triumph Dolomite Sprint, and was deeply involved in the Rover-BRM gas turbine racing car which competed (and finished) at Le Mans in 1963, 1964 and 1965.
Spen was a keen sailor and snow skier, and something of a daredevil. He was also an environmentalist (of the practical variety) and was held in very high regard by his automotive peer group, engineers young and old, his many friends and admirers, like this writer, whom he met along life’s path.
Spen and Moyra had two children, Penny and Christopher, and were well known in their village of Cubbington, near Royal Leamington Spa in the British Midlands.
Sadly, Spen’s death was the result of an accident two weeks earlier between his bicycle and a van just metres from the Old Manor House. It is a sad end to a life of monumental achievements. |
|
|
|
|
|
Print Article
Submit Feedback
Email This Article
