Post war

Car production resumed with a four-cylinder model, the TA14, based on the pre-war 12/70. A solid, reliable and attractive car the TA14 fitted well the mood of sober austerity in post war Britain but much of the magic attaching to the powerful and sporting pre-war models had gone and life was not easy for a specialist car manufacturer. Not only had Alvis lost their car factory but many of the prewar coachbuilders had not survived either and those that had were quickly acquired by other manufacturers. In fact the post war history of Alvis is dominated by the quest for reliable and reasonably priced coachwork. Smith-Clarke himself retired in 1950 and Dunn took over as chief engineer. In 1950 a new chassis and six-cylinder 3 litre engine was announced and this highly successful engine became the basis of all Alvis models until production ceased in 1967. Saloon bodies for the TA21, as the new model was called, again came from Mulliners of Birmingham as they had for the TA14, with Tickford producing the dropheads. But with the first of these becoming part of Standard Triumph and the second being acquired by Aston Martin Lagonda it was clear by 1954 that new arrangements would have to be made. By this time some of the most original and beautiful designs on the three litre chassis were being produced by master coachbuilder Hermann Graber of Switzerland and indeed these one-off designed cars are highly sought after today. With a licence in place, from 1955 all Alvis bodies became based on Graber designs. Early examples were built by Willowbrook of Loughborough but at such a high price that very few were made. Only after 1958 with the launch of the TD21 did something resembling full scale production resume as Park Ward, coachbuilders for Rolls-Royce and Bentley, contracted to build the bodies. The TD21 and its later variants, the TE21 and finally the TF21 are well built, attractive and fast cars. However it was clear by the mid sixties that with a price tag of nearly double that of the mass produced Jaguar the end could not be far off. There were several 'might-have-beens.' From 1952 to 1955 Alec Issigonis, the creator of the later Mini worked for Alvis and designed a new model with a V8 engine which proved too expensive to produce. Rover took a controlling interest in Alvis in 1965 and a Rover-designed mid-engined V8 coupé prototype named the P6BS was rumoured to be the new Alvis model but with the takeover by British Leyland this too was shelved. By the time the TF21 was launched in 1966, (available, like its predecessors in both saloon and drophead form and with either manual or automatic gearbox), the model was beginning to show its age despite a top speed of 127mph - the fastest Alvis ever produced. With only 109 sold and with political troubles aplenty in the UK car manufacturing business at that time, production finally ceased in 1967. The Alvis name lived on with armoured fighting vehicle production.