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Cecil Kimber
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Cecil Kimber (12 April 1888 – 4 February 1945) was a self-taught British businessman, engineer, inventor, race-car driver and the creative motor-car designer best known for having been the driving force behind The M.G. Car Company. Kimber's automotive design philosophy was simple: "A sports car should look fast even when it is standing still".[1]

Key Information

Kimber was a pioneer of affordable sporting automobiles, starting in the 1920s. Kimber's MG M-type (the first MG "Midget") became the world's best-selling sports car in 1932.[2] His concept of the quick, nimble "open sports car" automobile continues throughout the world.[3]

Early life

[edit]

Kimber was born in Dulwich, Southwark, London on 12 April 1888 to printer's ink manufacturer Henry Frances and his wife Fanny (née Newhouse) Kimber.[4]

In 1898, Kimber attended Stockport Grammar School for more than five years.[4] His interests included photography and sailing.[5] He joined his father's company and took an early interest in motorcycles, buying a 1906 Rex model. After buying the motorcycle, he immediately took the motorcycle apart and reassembled it.[2] Kimber started repairing motorized bicycles and motorcycles at the age of 18.[1]

Motorcycle accident and family rift

[edit]

Kimber was struck by a car during a motorcycle ride. One of his legs was shattered, nearly amputated and shorter than the other after healing from multiple surgeries.[5] Kimber received a substantial insurance award. Kimber's father asked him to give the money to the struggling family business. Kimber refused as he felt the payment for his injury was solely his. In 1914 he left his father's business and struck out on his own.[2]

Automotive career

[edit]

Now unable to safely ride a motorcycle, Kimber became a motorcar racing enthusiast. Kimber bought a 10 hp Singer in 1913.[6] This interest caused him to leave the family firm in 1914 and get a job with Sheffield-Simplex as assistant to the chief designer. During World War I he moved first to AC Cars and then joined component supplier EG Wrigley. He made a large personal investment in Wrigley and while there, styled the radiator for the Angus-Sanderson line of cars. Those cars did not sell well, Kimber lost his investment and left Wrigley.[7]

Morris Garages

[edit]

In 1921 Kimber was hired as sales manager with Morris Garages,[8] a private company founded in 1909 by William Richard Morris. Primarily an automobile dealership, the business also specialized in customizing cars to order.[5] By 1923, Kimber was named general manager.[2]

While at Morris Garages he developed a range of special bodies for Morris Oxford cars with coachwork of his own design. These cars were sold under the MG brand. In 1924 his modified, higher-performance 14/28 Oxford "Bullnose" was advertised as one of the "Morris Garages Super Sports" and as "our popular M.G. Saloon".[8][9] Kimber then began producing four passenger Oxford variants with larger motors.[10]

Founded the MG brand using speed and racing

[edit]

Kimber felt success in auto racing was the key to building both awareness and demand that would make his cars desired around the world. To that end, he commenced building customized, lighter-bodied racing versions of his automobiles and entering them in contests.[1]

The one-off special built in 1925 for Cecil Kimber and known as the MG 'Old Number One'

In March 1925, Kimber won the 300 mile "London-to-Land's End Reliability Trial" while driving Morris Garage's "Old Number One". It was the manufacturer's first major racing win. Kimber was awarded a gold medal for his first place finish.[4]

In 1925 a letter Kimber issued "To All Motor Traders:" said "In order to remove any doubt from the minds of British Motor Traders, we repeat that M.G. Sports Cars are not 'hotted up' or sports editions of any standard car, but are designed and built in every detail as Sports Cars and represent the entire output of the factory".[11]

The M.G. Car Company philosophy

[edit]

The M.G. Car Company was founded in 1928, specialising in the production of MG sports cars. The new company moved from Oxford to Abingdon in 1929 and Kimber became managing director in July 1930.

Kimber effusively praised an early Alfa Romeo as an automobile that spurred him to create a better M.G., saying "One of the finest sports cars I had ever driven was a two-seater 1 1/2-litre Alfa-Romeo, supercharged. This was in 1928 or ’29, and whilst to some the springing might have been on the hard side, for sheer pleasure of driving, perfect controllability, brakes and steering, it was the most wonderful thing I had ever handled to that time... It was in the early days of my efforts to produce a sports car worthy of the name, and I must confess that that experience spurred me on in a way nothing else could have done". The difference that Kimber brought to the design and production of sporting automobiles is that his cars could be purchased at an affordable price point.[11]

750cc "Baby Car" competition

[edit]

Wanting to best Austin and other competitors in the 750cc "Baby car" auto class, Kimber managed the development of the MG C-type, the EX120. Captain George Eyston helped develop and drove the EX120s whose engines were modified with Eyston's Powerplus supercharger. Five of the fourteen EX-120s entered in the 1931 Brooklands Double Twelve event won first place.[12]

Land speed records

[edit]

Kimber pushed to best Austin by reaching 100 mph in the 750cc category. Kimber succeeded. An EX120 driven by Eyston reached 103.13 mph on the Autodrome de Linas-Montlhéry track in 1931.[12]

In 1932 Eyston set a new land speed record of 119.48 mph at Pendine Sands, Carmarthen Bay, Wales in the 750cc M.G. "Magic Midget" [13]

1100cc land speed records

[edit]

Kimber oversaw the development of a MG K-type K-3 Magnette into the 1100cc EX135. The car won many first place awards, including speed trials, trophy races, hill climbs and the 1933 Mille Miglia. Kimber said "We have learned a great deal from our racing experience in 1933 and the (next) cars will be distinctly faster".[14]

An 1100cc MG K3 Magnette and a 750cc MG PA Midget both placed in the Index of Performance during the 1934 24 Hours of Le Mans.[15] In 1939 the 1100cc car achieved a record 204.3 mph for the mile at the Dessau racetrack.[16]

Tazio Nuvolari drove a supercharged MG K3 Magnette an average speed of 78.65 mph, winning the near six-kour, 478 mile in the 1933 RAC Tourist Trophy in Ulster. The record set by the MG stood for 18 years.[11]

M.G. Car Company sold

[edit]

The main shareholder remained William Morris. In 1935 Morris formally sold M.G. to Morris Motors which meant Kimber was no longer in sole control and had to take instructions from head office leading to him becoming increasingly disillusioned with his role.

With the outbreak of World War II, car production stopped and at first M.G. was reduced to making basic items for the armed forces until Kimber obtained contract work on aircraft but this was done without first obtaining approval and he was asked to resign and left in 1941.

Later career

[edit]

Kimber's later career included working in 1941 at Coventry coachbuilder Charlesworth and a year later served as Director of piston manufacturer Specialloid.[6][17]

Accidental death and cremation

[edit]

Kimber was killed in the King's Cross railway accident on 4 February 1945, having boarded the 6:00 p.m. express to Leeds. Shortly after leaving the station and entering Gasworks Tunnel, the locomotive's wheels started slipping on a newly replaced section of rail laid on the rising gradient. In the darkness, the driver failed to realise that the train was no longer moving forward and had started to roll back at a speed of some 6–7 mph (9.7–11.3 km/h). The signalman noticed this and attempted to avert a collision with another train in the station by switching the points to an empty platform but was too late. The rear carriage was derailed, rolled onto its side and was crushed against the steel support of the main signal gantry. The first-class compartment where Kimber had been sitting was demolished; he and one other passenger were killed.

Kimber was taken to University College Hospital London where he was pronounced dead.[18][failed verification] Kimber's body was cremated at North London's Golders Green Crematorium. His ashes were scattered in Chichester Harbour.[19]

His daughter said of his dying "His death was nobody's fault but MG had been his be-all and end-all. It was a merciful release. He never quite got over being fired".[1]

Family

[edit]

Cecil Kimber married twice, first to Irene (Rene) Hunt with whom he had two daughters, Lisa and Jean, and after Irene died in 1938 to Muriel Dewar. He was elected as President of the Automobile Division of the Institution of Mechanical Engineers.[7]

Honors

[edit]
  • 2019 - "Kimber Wing", New College, Oxford - A highly specified, fully accessible suite for two disabled students named for Kimber[20]
  • 2017 - British Sportscar Hall of Fame Inductee
  • 2014 - Oxfordshire Blue Plaque, The Boundary House, Abingdon[21]

References

[edit]

Further reading

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Cecil Kimber

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from Grokipedia
Cecil Kimber (12 April 1888 – 4 February 1945) was a British automotive executive and designer best known for establishing the MG Car Company and pioneering affordable, high-performance sports cars that defined the brand's enduring legacy in motoring history. Born in , , , Kimber attended before entering the automotive field, working initially as an assistant to the chief designer at Sheffield-Simplex and later at and EG Wrigley during . In 1921, he joined Morris Garages in as sales manager under , rising to general manager by 1922, where he began modifying standard Morris vehicles into sportier versions to appeal to enthusiasts. By 1924, Kimber had launched the MG marque with the debut of the MG 14/28 Super Sports, a tuned chassis fitted with custom coachwork, achieving a top speed of around 65 mph and marking the birth of MG as a distinct producer. Under Kimber's leadership, MG expanded rapidly, introducing iconic models such as the M-Type Midget in 1928, which embodied his vision of nimble, open-top roadsters for the masses. The company formalized as the MG Car Company in 1928, with Kimber as managing director from 1930, overseeing relocation to a new factory in in 1929 to meet growing demand. He further championed MG's involvement, personally driving the "Old Number One" to in the 1925 Trial, which boosted the brand's reputation for reliability and speed. Later successes included the T-Series Midgets from 1936 to 1955, continuing Kimber's emphasis on accessible performance. Kimber left MG in 1941 amid wartime constraints and briefly worked at Charlesworth and Specialloid before his untimely death in a train derailment at London King's Cross station on 4 February 1945. His innovations transformed Morris Garages from a sales outlet into a global symbol of British heritage, influencing the industry for decades.

Early Life

Birth and Family Background

Cecil Kimber was born on 12 April 1888 in , a suburb of . His father, Henry Kimber, was a printing engineer and printing ink manufacturer born in , , who later expanded the family business northward. His mother, Fanny (also recorded as Fannie N.) Kimber, hailed from and was of similar age to her husband in the early 1900s. The couple had three children: Cecil, an older sister Phyllis born around 1890 in Merton, and a younger brother Vernon born around 1895 in . Around 1896, when Cecil was eight years old, the family relocated to the area in , where Henry opened a branch of the printing-ink enterprise. By the 1901 census, the Kimbars lived at 26 Moorfield Grove in Heaton Norris, a working-class district near , reflecting the family's middle-class status tied to the printing trade. This move immersed young Cecil in the industrial North West, shaping his early environment amid England's burgeoning engineering and manufacturing sectors.

Education and Early Interests

The family relocated to the Manchester area around 1896 when Henry established a branch of the family printing-ink manufacturing business. Kimber received his formal education at , where he earned a School Certificate before leaving around 1904. Upon completing his schooling, Kimber apprenticed at his father's printworks, rising to the role of assistant manager by 1911. Kimber's early interests gravitated toward mechanical pursuits, particularly motorcycles, which he explored shortly after leaving school by purchasing a Rex model. A subsequent motorcycle accident severely injured his right leg, prompting him to sell the bike and redirect his enthusiasm toward automobiles; in 1913, he acquired a 10 hp Singer car. This incident marked a pivotal shift, fostering his lifelong passion for the while he continued working in the until 1914.

Motorcycle Accident and Family Rift

At around the age of 22, Cecil Kimber suffered a severe motorcycle accident while riding a friend's machine in Lancashire. He was struck by a car, which crushed his right leg and required three surgeries to avoid amputation; the injury left him with a permanent limp and ended his brief enthusiasm for motorcycling. The accident occurred shortly after he had purchased his own 1906 3⅜ hp Rex motorcycle for £18, marking his initial foray into motorized transport following two years working in his family's printing ink business. The mishap resulted in a substantial financial settlement, which provided Kimber with the means to acquire his first automobile—a 1913 Singer Ten—shifting his interests toward four-wheeled vehicles. However, this windfall strained his relationship with his father, Henry Francis Kimber, who managed the struggling family firm, Hughes and Kimber, a manufacturing business established in the mid-19th century. Henry requested that Cecil contribute the settlement funds to bolster the company, but Cecil refused, leading to a significant rift that prompted him to leave the entirely around at age 27. This familial discord marked a pivotal break, freeing Kimber to pursue opportunities in the independently of his family's expectations. The episode underscored his determination to follow personal ambitions in and motoring, setting the stage for his later career advancements away from the .

Entry into Automotive Industry

Pre-Morris Employment

After completing his education, Kimber joined his father's in , where he worked until 1914, gaining initial experience in commercial operations. In 1914, he left the family firm to enter the automotive sector, taking a position as assistant to the chief designer at Sheffield-Simplex, a British luxury car manufacturer, where he began developing technical skills in vehicle . During , Kimber transitioned to , serving as a buyer for approximately two years, which exposed him to and aspects of the burgeoning motor industry. Subsequently, he moved to E.G. Wrigley and Co., a Birmingham-based supplier of automotive components to firms like , where he held a drafting position focused on design work. At Wrigley, Kimber made a significant personal financial investment in a business venture involving a deal with coachbuilder , but the arrangement failed, resulting in substantial losses for him. These roles honed his practical knowledge of , components, and sales, setting the stage for his later involvement with Morris Garages in 1921.

Joining Morris Garages

Prior to joining Morris Garages, Cecil Kimber worked at E.G. Wrigley & Co., a Birmingham-based manufacturer of automotive components that supplied parts to . His experience in the automotive sector, combined with his enthusiasm for motor vehicles, positioned him well for opportunities within 's growing empire. In 1921, at the age of 33, Kimber was hired by , the founder of , to serve as sales manager at Morris Garages, the Oxford-based dealership and service operation established by Morris in 1909. Morris Garages operated as a multifaceted enterprise, handling sales, repairs, and hire services for Morris vehicles from its primary site on Longwall Street, with additional showrooms on Queen Street and Cornmarket Street. As sales manager, Kimber was responsible for boosting dealership performance amid post-World War I economic challenges, drawing on his organizational skills and passion for performance motoring to drive sales of Morris models like the Cowley and . His tenure began at a time when was still a private entity separate from the main production arm, allowing Kimber to focus on retail and customer engagement strategies. In early 1922, following the resignation of the previous , Edward Armstead, Kimber was promoted to of Morris Garages at the age of 34. This advancement expanded his oversight to include all operational aspects of the business, from sales and service to inventory management across the sites. Under his leadership, Morris Garages saw increased emphasis on specialized vehicle preparations, setting the stage for Kimber's later innovations in development.

Founding and Leadership of MG

Establishing the MG Brand

Cecil Kimber joined Morris Garages in in 1921 as sales manager, where he quickly demonstrated his enthusiasm for performance motoring by promoting customized Morris vehicles. Promoted to in 1922, he initiated the modification of standard Morris chassis with lightweight, sporty bodywork to create appealing cars for enthusiasts, beginning production at the Alfred Lane works in February 1923. The first such model was the 'Chummy' two-seater, built on a chassis, which helped lay the groundwork for a distinct performance-oriented line. In 1924, Kimber directed the creation of the MG 14/28 Super Sports, recognized as the inaugural car under the MG badge, utilizing a chassis enhanced with aluminum paneling for reduced weight and improved speed, achieving a top velocity of 65 mph. This vehicle introduced the iconic octagonal MG logo and positioned the brand as an accessible entry into high-performance automobiles, distinct from Morris's mainstream offerings. By September 1927, expanding production necessitated a move to the larger Edmund Road factory, and in 1928, the M.G. Car Company was established as a of Morris Garages, formalizing Kimber's vision for an independent marque. Kimber's establishment of the MG brand centered on a philosophy of affordability combined with racing pedigree to attract a dedicated following. Early models like the 1924 MG Super Sports four-seater, priced at £350, emphasized style and handling over volume production. To enhance credibility, Kimber entered modified MGs in competitive events, such as the 1925 Land's End Trial where he personally secured a , fostering the brand's image as a winner. The 1929 introduction of the Midget, retailing at £175, exemplified this approach and propelled MG to become the world's best-selling by 1932, cementing its enduring appeal.

Development of Key Models

Cecil Kimber's tenure at Morris Garages marked the inception of the MG marque through his modifications of standard Morris chassis into sportier variants, beginning in 1922 with lowered suspensions and custom two-seater bodies on Cowley models to appeal to enthusiasts seeking performance on a budget. These early efforts culminated in the launch of the first officially branded MG, the 14/28 Super Sports in 1924, which utilized a tuned Six chassis with a 1.8-liter producing around 30 horsepower, offering improved handling and a top speed of approximately 65 mph. Kimber personally oversaw the , producing about 400 units in saloon and two-seater configurations, establishing MG's reputation for affordable sporting motoring. In 1925, Kimber created the "Old Number One," a highly modified two-seater that he drove to a in the Trial, demonstrating the durability and competitive edge of his engineering approach and inspiring further model evolution. By 1928, as , Kimber directed the development of the 18/80 Mark I, MG's first six-cylinder model, featuring a 2.5-liter overhead-cam delivering 48 horsepower in a lightweight for a balance of touring comfort and sportiness, with production reaching around 500 units. This model introduced the iconic vertical radiator grille that became a hallmark of MG styling under Kimber's vision. The 1929 introduction of the M-Type represented Kimber's breakthrough in mass-appeal s, built on a shortened chassis with an 847cc inline-four producing 20 horsepower, weighing just 1,116 pounds for agile performance and a top speed of 65 mph, with over 2,600 units produced and marking the shift to in-house assembly at Abingdon. Kimber's emphasis on lightweight construction and affordability made the a bestseller, influencing subsequent J-Type series like the 1932 J2, which upgraded to a 1087cc and 36 horsepower for enhanced , achieving racing successes in events such as the Double Twelve. Later P-Types, including the 1934 PA and supercharged PB, refined this formula with improved suspension and 939cc/1071cc s yielding up to 38 horsepower, solidifying MG's dominance in the small segment through Kimber's relentless pursuit of performance innovation.

Formation of The M.G. Car Company

In the mid-1920s, Cecil Kimber, as of Morris Garages in , had successfully developed a series of modified Morris chassis into sporty "Kimber Specials," which gained popularity through racing successes and trials victories, such as the gold medal won in the 1925 Land's End Trial. These vehicles, first badged with the MG marque in 1924, were initially produced in small numbers at the Alfred Lane works, but growing demand necessitated a more structured operation separate from the core Morris Garages business of sales and service. By 1927, with Morris Garages itself registered as a in July, invested £10,000 to support expansion, recognizing the potential for MG as a distinct brand. The M.G. Car Company was formally established in March 1928 as a of Morris Garages to centralize the design, production, and marketing of MG vehicles, allowing Kimber to focus exclusively on performance-oriented models. Cecil Kimber was appointed managing director, while served as the governing director, providing financial and engineering backing from the broader Morris empire. This structure enabled the company to scale production beyond ad-hoc modifications, with operations relocating to a new factory in Edmund Road, Cowley, , in September 1927, just prior to the subsidiary's creation. The company's incorporation as The M.G. Car Company Limited occurred on 21 1930, marking its transition to a fully independent legal entity within the Morris group, though still reliant on Morris components for and engines. Under Kimber's leadership, this formalization accelerated MG's growth, with early models like the 18/80 Super Sports emphasizing lightweight construction and tuned performance to appeal to enthusiasts, setting the foundation for the brand's racing heritage.

MG's Racing and Performance Focus

Competition and Trials Participation

Cecil Kimber's personal involvement in motor sport competitions and trials was instrumental in establishing the sporting credentials of the vehicles he developed at Morris Garages, with his participations centered on the prestigious Land's End Trials organized by the Motor Cycling Club (MCC). In March 1923, Kimber entered the Land's End Trial driving a modified 11.9 hp Morris Cowley "Chummy" tourer, which had been enhanced by the Longwall Motor Works staff for better performance on the demanding route. He successfully completed the event, qualifying for a gold medal among the top finishers, demonstrating the reliability of his tuned Morris models in rugged conditions. Kimber's most notable personal achievement came in the 1925 Land's End Trial, where he piloted "Old Number One," an experimental Morris Garages special (registration FC 7900) built on a shortened Morris Oxford chassis and powered by a 1496 cc Hotchkiss overhead-valve engine. Accompanied by navigator Wilfred Matthews, Kimber navigated the 300-mile course from London to Land's End and back, tackling hills, observed sections, and reliability tests, to secure another gold medal as one of 53 successful competitors out of a larger field. This victory marked the first official motorsport success for an MG-badged vehicle and propelled the nascent brand's reputation for performance and durability. These trials participations reflected Kimber's hands-on approach to testing and promoting his designs, as he often drove prototypes himself to validate their capabilities in real-world competitive scenarios. While Kimber supported broader MG entries in events like hill climbs and reliability trials throughout the , his direct driving roles were primarily limited to these early Land's End outings, which underscored his passion for motorsport as a means to innovate and market sports cars. Under his leadership, MG also achieved notable successes in international races, including third place in class at the 1930 with three M-Type Midgets and a class win in the 1933 .

Pursuit of Land Speed Records

Under Cecil Kimber's leadership at MG, the pursuit of land speed records became a of the company's strategy, aimed at enhancing brand prestige and sales through demonstrations of engineering prowess. Kimber, a fervent enthusiast for high-performance motoring, personally championed these efforts from the late onward, viewing record-breaking as essential to positioning MG as a leader in affordable sports cars. His initiatives focused on small-displacement classes, particularly under 1100cc, where MG could compete against larger rivals like Austin and Riley using innovative supercharging and lightweight designs. The campaign gained momentum in 1930 with the development of the EX120, a supercharged 750cc prototype derived from the MG Midget, specifically engineered to challenge existing Class H records held by the Austin Seven. Backed by Kimber and Morris Motors owner Lord Nuffield, the project targeted the 100mph barrier for the smallest production-derived cars in what became known as the "Battle of the Babies." Driver George Eyston piloted the EX120 at the Montlhéry circuit near Paris, achieving an initial unsupercharged run of 87.3mph over 100km on December 30, 1930, before mechanical issues intervened. Following rapid modifications, including a Powerplus blower installed in just four weeks under Kimber's directive, the car returned in February 1931 to set four international records, including 103.13mph over 5km—the first time a 750cc car officially exceeded 100mph. Further attempts at Brooklands in March 1931 yielded 97.09mph for the kilometer, though engine failure limited sustained runs. These successes not only surpassed competitors but also solidified MG's reputation in endurance and speed events. Building on this foundation, Kimber oversaw the evolution of record cars into the mid-1930s, with the EX127—"Magic Midget"—refining the 750cc formula. In 1932, Eyston drove it to 120.56mph over the mile and kilometer at Montlhéry, capturing multiple Class H records and extending MG's dominance in lightweight categories. By 1938, with Kimber still at the helm despite increasing oversight from Nuffield, the focus shifted to the 1100cc class via the EX135, a streamlined single-seater based on the K3 Magnette chassis, designed by engineer Reid Railton. Goldie Gardner took the wheel for initial tests, achieving 187.6mph on the Frankfurt-Düsseldorf autobahn in November 1938, setting several international records up to 1500cc. The following year, in June 1939 at Dessau, Germany, the supercharged EX135 reached 203mph, claiming 12 new Class F (1100cc) records, including the flying mile and kilometer. These feats, conducted under Kimber's strategic guidance, represented the pinnacle of MG's pre-war speed pursuits, emphasizing aerodynamic efficiency and forced induction to push small engines to extraordinary velocities. Kimber's record-breaking endeavors, though not always personally driven by him, were instrumental in fostering a culture of innovation at MG, with collaborations involving figures like Eyston, Gardner, and mechanics such as Reg Jackson. While wartime disruptions halted further attempts after 1939, these achievements during his tenure—spanning from sub-100mph breakthroughs to over 200mph marks—underscored his vision of as a commercial catalyst, influencing MG's enduring legacy in .

Design and Performance Philosophy

Cecil Kimber's design philosophy for MG cars centered on producing affordable sports vehicles that prioritized agility, speed, and driver engagement, transforming standard Morris components into lightweight, high-performance machines. He advocated for smaller, more nimble designs that offered superior handling and acceleration compared to mainstream automobiles, making spirited driving accessible to a broader . This approach was rooted in his belief that sports cars should deliver fun-to-drive experiences without excessive complexity, as seen in the foundational 1925 Old Number One, a modified that emphasized responsive performance over luxury. A key element of Kimber's philosophy was the integration of safety with velocity, embodied in MG's adoption of the "Safety Fast" motto around 1929. This slogan underscored his commitment to engineering robust, reliable vehicles capable of high speeds while maintaining control and durability, particularly through reinforced chassis and efficient braking systems. The M Type Midget (1928–1932), with its 847 cc engine and compact boat-tail body, exemplified this balance, achieving competitive success in trials and rallies that validated the design's practical performance. Kimber viewed as integral to refining his performance ideals, using race outcomes to iterate on , power delivery, and weight reduction for road-going models. His designs favored simple, effective modifications—like cutaway doors and tuned engines in the J2 series ()—to enhance responsiveness and top speeds, often reaching 65–80 mph in early prototypes. This iterative, competition-driven process not only boosted MG's reputation for dynamic handling but also prioritized conceptual innovation over raw power, influencing the brand's enduring focus on exhilarating yet controllable motoring.

Later Career and Departure from MG

World War II Impact and Exit

With the outbreak of in 1939, MG ceased civilian car production to support the British war effort, converting its Abingdon factory to manufacture military equipment and components. Initially, the facility produced basic items such as blood centrifuges and light armored vehicles, but under Cecil Kimber's leadership as general manager, MG expanded into more complex wartime roles, including the overhaul and repair of tanks like the Matilda and Crusader models. Kimber actively pursued government contracts by dispatching representatives to ministries, securing deals that diversified output to include aircraft parts, such as 653 sections for the Albemarle bomber G-1 despite the company's lack of prior aviation experience, as well as Lancaster engine mountings and Tempest II wing spars. This shift not only sustained the workforce—supplemented by female labor and a dedicated training school—but also positioned MG as a versatile contributor to Allied logistics, producing items like Oerlikon gun turrets, amphibious tanks, and 3,000 wading equipment sets for the Normandy invasion. However, Kimber's independent approach to contract acquisition created tensions within the Nuffield Organization, the parent entity controlled by (Lord Nuffield), as these deals bypassed centralized approval channels. In 1941, these actions led to Kimber's abrupt dismissal by Nuffield, who viewed the unauthorized commitments—particularly the Albemarle project—as a breach of organizational control. Underlying factors included Nuffield's growing frustration with Kimber's expanding ego and personal decisions, such as his 1937 remarriage following a separation, which further strained their professional relationship. After his exit, MG continued wartime operations under new management, but Kimber's tenure, spanning 17 years, marked the end of his direct influence on the brand he had built.

Post-MG Professional Roles

Following his dismissal from MG in late 1941, prompted by a dispute over an unauthorized to produce aircraft cockpits for the , Cecil Kimber transitioned to other engineering and manufacturing roles within the British . Kimber first joined Charlesworth Bodies, a Coventry-based specializing in bodies and wartime production, where he contributed his expertise in vehicle design and assembly during the height of . His tenure there was brief, reflecting the era's fluid job market amid resource constraints and military demands on manufacturing. In 1942, Kimber moved to Specialloid, a specialist piston manufacturer known for innovative designs in internal combustion engines, taking on the role of works director. In this position, he oversaw operations at the company's facilities, leveraging his background in to support production critical for wartime and . Specialloid's s, often featuring advanced alloys for durability under high stress, aligned with Kimber's prior focus on lightweight, high-performance components at MG. He remained in this leadership role until his death in early 1945, contributing to the firm's efforts in sustaining essential engine parts supply during the conflict's final stages.

Personal Life and Death

Marriages and Family

Kimber married his first wife, Irene (known as Rene) Hunt, on 4 September 1915 in , following a during his early career. The couple honeymooned in , touring in Kimber's modified Singer 14hp car. They had two daughters: elder daughter later married motorsport official Dean Delamont, and younger daughter Jean, who became Jean Kimber Cook and remained involved in MG heritage activities. The marriage faced challenges and ended in separation in spring 1937; Irene died the following year in 1938. Following Irene's death, Kimber quickly remarried in 1938 to Muriel Dewar, a divorced woman he had known since around and who provided supportive companionship during his later professional difficulties. The couple had no children together and resided at Rose Cottage on Barham Avenue in , . At the time of Kimber's death in 1945, he was survived by Muriel and his two daughters from his first marriage.

Accidental Death and Cremation

On 4 February 1945, Cecil Kimber, aged 56, was killed in the King's Cross railway accident in . He had boarded the 6:00 p.m. express train from King's Cross station, reportedly en route to a business meeting in on behalf of his employer, Specialloid Ltd., though some accounts indicate the destination as . The incident occurred shortly after departure when the train's driving wheels slipped on frosty rails in the Gasworks Tunnel, causing the locomotive to reverse unexpectedly. The rear of the train collided with a fixed signal gantry, which tore through the last passenger carriage, slicing it in two and killing Kimber and one other passenger instantly; 25 people were injured. The accident was attributed to a combination of severe frost and inadequate sand supplies on the locomotive to improve traction. Kimber's body was cremated at in , and his ashes were scattered in Harbour near where his , Sea Witch, was moored.

Legacy and Honors

Industry Recognition

Cecil Kimber earned early recognition in the British motoring community through his participation in the prestigious Trials organized by the Motor Cycling Club. In March 1923, driving a modified Morris 'Chummy,' he qualified for a by successfully completing the challenging route. Two years later, in March 1925, Kimber again secured a , this time piloting 'Old Number One,' a specially prepared Morris Garages special that marked the prototype for the MG marque's sports cars; co-driven by Wilfred Matthews, the vehicle finished among the top performers, highlighting Kimber's engineering vision and driving skill. Under Kimber's leadership as managing director of MG Car Company, the brand's vehicles achieved numerous competition successes that bolstered his reputation in the , including class wins and records in speed trials and races during . These accomplishments, such as the MG K3 Magnette's victories in events like the 1933 Tourist Trophy, underscored his influence on design and performance. In recognition of his foundational role in establishing MG as an iconic manufacturer, the industry has honored Kimber posthumously through various tributes. In 2018, named its technician training academy the Cecil Kimber College, acknowledging his pioneering contributions to the brand's heritage. The established the annual Cecil Kimber Enthusiasts Award to celebrate individuals embodying his passion for the marque.

Modern Commemorations

In 2014, the Blue Plaques Board unveiled a commemorative at Boundary House on Oxford Road in Abingdon, where Cecil Kimber resided from 1933 to 1938; the plaque honors his role as the creator of the MG marque and was dedicated during events marking the 90th of MG's founding. The MG Car Club established its headquarters at Kimber House in Abingdon, named in tribute to Kimber, serving as a central hub for MG enthusiasts with regular events, exhibits, and gatherings that celebrate his contributions to the brand's heritage; for instance, the club held its 2024 annual general meeting there and marked Kimber's 137th birthday on April 12, 2025, with social media acknowledgments. As part of MG's centenary in 2023, the MG Owners' Club, MG Car Club, and allied societies organized a major gathering at the British Motor Museum in , featuring over 1,000 MG vehicles from across the marque's history, including Kimber's trialling special "Old Number One" as a centerpiece exhibit, alongside awards and a centenary drive from Abingdon to Gaydon. In 2024, MG Motor UK highlighted Kimber's legacy at the , where a parade showcased historic models like the 1931 C-Type—originally purchased from Kimber by Freddie March—and modern concepts such as the EXE181 EV, evoking his pioneering designs, with the event opened by a drive of a 1931 MG C-Type linked to Kimber's early sales. New College, Oxford, commissioned sculptor Paul Day in 2024 to create a bronze sculpture in its private courtyard commemorating MG's centenary and Kimber's engineering vision, with limited-edition maquettes sold to fund the project and invite buyers to the unveiling. To mark the 100th anniversary of Kimber's gold medal win in the 1925 Land's End Trial aboard "Old Number One," the MG Car Club participated in the event's 2025 edition on April 18–19, recreating the historic run with the original car to honor his achievement in establishing MG's reputation for reliability.

References

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