Sunday, 23 March 2025

My secret life as a model: ‘High fashion loved me most when I was visibly bony’ / Fashion experts raise concern about return to ‘extremely thin models’ / Why Ultrathin Is In.

 


My secret life as a model: ‘High fashion loved me most when I was visibly bony’

 

It is a world of 13-hour days, stressful castings and size 6 figures. Here is what it is like to navigate the big opportunities – and impossible demands

 

Inès Le Gousse

Thu 20 Mar 2025 05.00 GMT

https://www.theguardian.com/fashion/2025/mar/20/my-secret-life-as-a-model-high-fashion-loved-me-most-when-i-was-visibly-bony

 

‘She was sitting at the kitchen table, eating raw cauliflower. For dinner.” It’s September 2024 in London and my friend is reflecting on her time sharing an apartment with fellow models in Paris the previous year. I am grimly amused, but unsurprised. This is the type of story models are always telling.

 

I would know, because I became a model at 21 – quite late, by industry standards – and have walked in several London shows, as well as fittings, showrooms, campaigns, editorials, lookbooks and e-commerce for brands such as Moncler, Lacoste and Toni & Guy. Since I started, I have tried to build a thick skin to protect myself against rejections from castings and call-backs, as well as the ubiquitous skinny body standard. But when I get selected for a show, there is always the underlying fear that perhaps I took it too far – that I lost too much weight again. Because an overwhelming proportion of models are, as they have always been, very thin.

 

I was scouted on a walk through Covent Garden in 2021, just after I had graduated from the University of Warwick. I made my debut at the subsequent London fashion week, at the Victoria Beckham show.

 

In the fashion industry, the extremely skinny look is still valued – you just can’t make it obvious

 

The expression “baptism of fire” doesn’t begin to cover it. I had done only a quick walking practice at my agency beforehand, not expecting anything to come from my first casting. Within a couple of hours, I was booked on the spot for three days of fittings in a room packed with stylists, creative directors, sewers and photographers, all running on the frenetic energy of fashion week. In the run-up to the show, I was working 13-hour days.

 

My agency steered me towards a high-fashion market, so I moved to Milan for a month, and then back to my home town of Paris, to pursue my career more seriously.

 

Over the past couple of years in the fashion industry, my weight has fluctuated a lot, but I have always remained, by non-fashion standards, slim. Even at my biggest, I was smaller than a UK size 8. High fashion loved me the most at my skinniest, when I was visibly very bony (it was obvious that I had a problematic BMI). During my debut season, I overheard a famous stylist talking about me (it is normal to be spoken about while you are in the room). “She’s too skinny to be used in the show, but she’s perfect for the fittings,” she said, voicing what I came to understand was the underlying mantra of the industry: the extremely skinny look is still valued – you just can’t make it obvious.

 

When I reached what was deemed a healthy size, it was my hips that became my achilles heel – and I am far from curvy. During a couture week fitting, I wasn’t able to fit the wedding gown – the prestigious highlight of the collection – over my hips. The gown was quickly taken away and handed to a 17-year-old model, whose narrow build didn’t fight the fabric. The irony? Couture is designed – and destined – for women with very big bank balances, not girls.

 

For models, conversation about weight and dieting is common. It’s a nonchalant, casual, day-to-day topic that comes up as easily as the weather. It’s not about sharing dieting tips, but rather anecdotes about a nasty casting, or a comment about skipping dessert because fashion week is not far off. One model recounted that she had cut out all sugar, carbs and junk food and had been intensively exercising for three months leading up to the shows. Other models asked me what my measurements were, followed by an encouraging: “That should be fine, don’t worry.” When I started modelling, I was struck by the candour of it, the shared reality of living with the pressure to be a certain size. I knew I had shared the same thoughts and concerns – and hadn’t missed a day at the gym all week.

 

I think it’s fair to say that models don’t intentionally promote or perpetuate the desire for a certain physique; instead, they comply with the “industry standard”, knowing that it’s a component of success, or at least of securing work. That industry standard varies, but tends to be around 34-24-34in (bust-waist-hips), or equivalent to a dress size 6. The need to be a certain size to book jobs can tip models’ behaviour into the unhealthy.

 

In 2023, I was in Madrid working a job. After lunch – a 4pm matcha – a model friend said she was not hungry for dinner. In any other circumstances, her behaviour would have been cause for concern. But here, there was no sense that she might be judged for skipping a meal, certainly not by me – I too have a complicated relationship with food.

 

Measurements remain a very real component of fashion week; up-to-date bikini pictures are still required by potential clients. It does vary a little by location. London displays more of a variety of models in casting queues – from size 2 to size 18. But the same cannot be said of Paris, and even less so Milan, where I was measured every time I went to my agency. I have spent hours in queues made up exclusively of ultra-thin models, to be measured at the door and asked to put on an unforgiving skintight bodysuit to ensure that nothing is concealed behind fabric. Every curve and dip of your body is exposed for evaluation.

 

There is a new narrative, however, which has its roots in the late 2010s, when Ashley Graham was on the cover of Vogue and catwalks showcased plus-sized bodies for the first time. In 2023, Paloma Elsesser won model of the year, highlighting the apparent acceptance and rise of plus-size models. The new narrative told us that strict ultra-skinny measurements, negative body image discourse and a lack of inclusivity were no longer a problem in fashion. It sounds like progress, but it is simply not true. It says it all that Elsesser, who was the only curvier model in the lineup of nominees, faced an immediate backlash about her weight on social media.

 

From my experience, the public celebration of body inclusivity feels performative. No matter how many shows use plus-size models, or how often magazines use larger models, the skinny body ideal remains ever-present. The wording might be more delicate – it’s no longer about “size 0” – and a few token moments have made it seem like things are shifting, but the skinny orthodoxy is still dominant, perhaps increasingly so.

 

The fashion-industry media observed a tangible decrease in body diversity at recent shows. Vogue Business noted that plus-size representation made up just 0.3% of the looks in autumn/winter 2025 shows, with 97.7% of the models being “straight-size”, the industry term for the skinny norm – equivalent to a dress size 4 or XS in the UK. This matches what I observed in casting queues last season.

 

The shift towards smaller silhouettes extended beyond catwalk models to the front row, coinciding with the rise of weight-loss drugs and signalling a broader cultural shift to thinness.

 

Comment sections on TikTok videos now border on obsessive when it comes to celebrities’ weight loss; the Wicked press tour was overshadowed by remarks about the cast’s noticeably slim silhouettes. Such widespread outrage at what is clearly a deeply personal subject reveals the hypocrisy surrounding women’s bodies. Which women are required to embody “healthiness” and which are meant to have the high-fashion body that society glamorises? Both of the main stars of Wicked, Ariana Grande and Cynthia Erivo, look the same size as many models I have worked with. There is a high-fashion blind spot that allows extreme thinness to go unchallenged, while the rest of society – even within the confines of Hollywood – is held to different standards.

 

A scroll through TikTok reveals an array of negative experiences from models that do conform to this type, with Bentley Mescall, for example, exposing the landscape in New York. She posts screenshots of messages from her agent: “Bread has to go, rice has to go, pasta has to go – this has to be a choice that you make.” Her experience is not an exception. It’s still the deeply entrenched reality of the modelling world, whatever the so-called plus-size revolution has told us.

 

On a month-long working trip to Greece last summer, my flatmate and fellow model was told by our agent that she would get more bookings if she lost a couple of centimetres off her hips. In Milan last year, a friend was shamed in a room full of agents for having gained slightly in size over the summer holidays. Another was sent home after a visit to her Milan-based agency during which she had her belly grabbed and shaken. A similar experience occurred in Japan, where the model was booked a ticket home on the spot. Each incident happened within the last two years and, for what it’s worth, all of these women are around a size 6.

 

No matter how many shows use plus-size models, the skinny ideal remains ever-present

 

To reiterate, the problem lies with the industry, not the models. Most models are professional, kind and compassionate individuals. Most of us are naturally slim and don’t follow a raw cauliflower diet.

 

“Agencies have a duty of care,” says Tom Quinn, the director of external affairs at the eating disorder charity Beat, who urges them “to stop encouraging models to adopt harmful behaviours and pressuring them to fit a certain body ideal”. A person’s appearance should never be prioritised over their mental and physical wellbeing, he says.

 

Luckily for me, the London-based agency that I have been with since I started out has shown concern for my welfare, even encouraging me to gain weight when I was excessively thin. But they are in a tricky position: they have to ensure models’ health isn’t compromised, but they must also please clients and book their talent. The reality is that fashion brands, particularly high-fashion ones, demand this body type.

 

Somewhere, amid the extreme demands and performative inclinations of the industry, there may be a middle ground where agencies do not have to protect models from toxic requirements, or coerce them into complying. Some brands have shown a genuine desire to hire healthy-looking models. The Vogue Business report pointed to Ester Manas, Rick Owens, Sunnei, Boss and Bach Mai as some of the fashion houses promoting a more comprehensive lineup this past season.

 

I also remember how delighted the editor of a French magazine was when she saw me with a “fuller shape” (size 8) after I had worked with them previously. She told me that she didn’t like working with super-skinny models, that it didn’t feel right. You do meet people within the industry who empathise with the strict requirements we have to adhere to and perpetuate; it’s just a question of normalising this concern at a wider industry level.

 

I look back to the modelling era of the 1990s with envy. Growing up, I remember being captivated by Cindy Crawford, who has said size 10 was normal for models at the time. It would be noteworthy to find a single size 10 model in most casting queues in the past decade.

 

Despite all of this, I do and will continue to work in high fashion. The profession, despite its challenges, has offered me amazing experiences and friendships. My trajectory has fostered connections and cultivated resilience. But the industry has a long way to go. Adding a few curvy models to catwalks isn’t nearly enough. I long for a day when my hips, and those of many different-sized women, fit into couture dresses – for the sake of the models, but also young women everywhere.

 

 In the UK, Beat can be contacted on 0808-801-0677. In the US, help is available at nationaleatingdisorders.org or by calling ANAD’s eating disorders hotline at 800-375-7767. In Australia, the Butterfly Foundation is at 1800 33 4673. Other international helplines can be found at Eating Disorder Hope



This article is more than 5 months old

Fashion experts raise concern about return to ‘extremely thin models’

This article is more than 5 months old

Data shows reverse in trend towards inclusivity, with 95% of looks in 208 recent shows modelled by size-zero women

 

Chloe Mac Donnell

Fri 11 Oct 2024 12.51 BST

https://www.theguardian.com/fashion/2024/oct/11/fashion-experts-raise-concern-about-return-to-using-extremely-thin-models

 

Fashion insiders have expressed concerns that previous progress made towards size inclusivity in the industry is being curtailed.

 

Vogue Business released its spring/summer ‘25 size inclusivity report on Tuesday and said: “We are facing a worrying return to using extremely thin models” with “a plateau in size inclusivity efforts across New York, London, Milan and Paris”.

 

Of the 8,763 looks presented across 208 shows in the womenswear collections earlier this month, 94.9% were shown on straight-size models who measure between a US size 0-4 (the equivalent of a UK 4-8). Only 0.8% of models were plus-size, also known as curve (UK 18+), and 4.3% were mid-size (UK 10-16). In Milan, 98% of looks were shown on straight-size models, and Vogue Business said some mid-size figures were skewed by co-ed brands that featured menswear looks modelled by muscular men.

 

“It feels like we’ve taken 10 steps backwards,” said Anna Shillinglaw, the founder of the model agency Milk Management.

 

Thin models have always dominated the catwalks, but in more recent years a wider range of body types had started to be included. Jill Kortleve made headlines at Chanel in 2000 when she became the first model above a UK 8 to be cast in a decade. In another landmark moment for inclusive casting, British Vogue featured Kortleve alongside the plus-size models Paloma Elsesser and Precious Lee on its April 2023 cover with the headline “The New Supers”.

 

Eighteen months later, however, the fashion industry has pivoted, with several insiders lamenting a new resistance to inclusivity.

 

“I now feel that some of the higher-end designers looked at curvier women more as a fad in fashion rather than something that is real life,” Shillinglaw said, noting that the average dress size in Britain is a 16.

 

Chanel included some mid-size and plus-size models this season, but other luxury brands did not. Instead, it was left to emerging brands, including Karoline Vitto in London and Ester Manas in Paris, to bolster body diversity.

 

Chloe Rosolek, a London-based casting director, said the elimination of bigger-sized bodies from the major brands was baffling: “It’s so strange to just pretend that a whole group of people don’t exist.”

 

There is a wider cultural mainstreaming of thinness because of drugs such as Ozempic, originally developed to treat diabetes, being co-opted for weight loss by Hollywood and beyond. Vogue Business describes it as “the glamorisation of thinness”.

 

As celebrities and influencers shrink, even straight-size models are feeling pressure to maintain their measurements or lose inches. “There’s been a decrease in size across the board and that includes already straight-size models,” Rosolek said. “A lot of models that used to be plus-size are now mid-size.”

 

Kering, the parent company of brands including Gucci and Balenciaga, and LVMH, which includes Louis Vuitton and Dior, joined forces in 2017 with a charter to protect models’ wellbeing. It resulted in a ban on size zero and under-16 models from their shows.

 

Kering raised its minimum age to 18 in 2019, but its main rivals including LVMH have not followed suit. This season in Milan, Sunday Rose Kidman Urban, the 16-year-old daughter of Nicole Kidman and Keith Urban, opened the Miu Miu show, while according to the fashion database Models.com, several top-ranking models were under 21 and size zero.

 

Many models are naturally thin and and find themselves being unfairly thin-shamed. But just like ballet’s “Balanchine” body, the model industry has a reputation for creating unrealistic and unhealthy ideals. There are still many ultra-thin and unwell models being booked.

 

Emily McGrail, a 21-year-old model from Manchester, has been sharing her experience of working in Milan, where she attended castings for shows including Prada, on TikTok. After she failed to get any work, she was advised to lose a centimetre from her hips. “I looked around at the other models and I just felt like I didn’t deserve to be there,” she told the Guardian. “In comparison I felt ‘fat’. Technically, for my height and age I would be considered underweight but looking around at these girls I did feel big.”

 

James Scully, a former casting director, said: “We’ve gone back to the way things were 10 years ago. These models are just serving a purpose. They’re not here to bring any kind of character or joy or sell anything. They’re back to being a clothes hanger.”




Critic’s Notebook

Why Ultrathin Is In

 

When it comes to fashion models, the body diversity revolution appears to be at an end.

 

Vanessa Friedman

By Vanessa Friedman

Published March 20, 2025

Updated March 21, 2025

https://www.nytimes.com/2025/03/20/style/ultra-thin-models.html?searchResultPosition=1

 

Earlier this month, I was standing backstage at the Schiaparelli show in Paris talking to the designer Daniel Roseberry about his collection and the way he had used trompe l’oeil — bigger shoulders, neoprene padding at the hips — to create an hourglass figure.

 

“Like this?” I asked, pointing to a model in a gown accessorized with what resembled shelflike hip bones.

 

“Oh, well, not that one,” Mr. Roseberry said. “Those are actually her hips.” Her bones were more than prominent enough, all on their own.

 

Of all the trends at the fall runway shows, including the uptick in fur (or fur-alike) clothing, the rise of clothing with built-in power curves and the preponderance of black leather, the single most ubiquitous one was the worst: the erosion of size inclusivity.

 

Ironically, as fashion embraces (and creates) faux womanly figures by design, the actual bodies inside the clothes are shrinking. After reaching a peak in 2021, when Paloma Elsesser became the first plus-size model to appear on the cover of American Vogue, body diversity has taken a clear downward trajectory, decreasing pretty much every season.

 

“The pendulum went one way, and now it’s swinging full force the other way,” said David Bonnouvrier, a founder of DNA Model Management.

 

According to the Vogue Business fall 2025 size inclusivity report, of 8,703 looks in 198 shows and presentations, only 2 percent were midsize (defined as U.S. size 6 to 12) and only 0.3 percent were plus-size. (Plus-size and midsize models are also known as “curve models.”) This was worse than the representation in the spring shows, which took place in September and October and included 0.8 percent plus-size looks and 4 percent midsize.

 

Indeed, data from Tagwalk, the fashion search engine, reveals that in the last show season, 16 percent fewer collections included even one curve model compared with the preceding season. Of the 20 most viewed shows, only four included three such models: Hermès (out of 61 total looks), Givenchy (out of 52), Coach (45) and Marni (41). Three!

 

“Change starts from the top, and the top is the top 20 most viewed and most searched brands,” said Alexandra Van Houtte, the founder of TagWalk. Where they lead, others follow. And apparently, this time it was backward.

 

Case in point: Nina Ricci, a label that under the designer Harris Reed has been known for its inclusivity, featured only one midsize model — out of 38. By contrast, Mr. Reed’s debut Nina Ricci show, in March 2023, opened with Precious Lee, a plus-size model, and included three more plus-size women in the show.

 

When asked about the change, a spokeswoman for Nina Ricci said that competition for the limited number of curve models meant that the label wasn’t able to book them early enough to allow runway samples to be tailored to their bodies. Nonetheless, she said, size diversity “continues to be an important subject for us.”

 

The issue is not simply that there are fewer curve models on the runway; the thin models seem to be getting thinner. Even in a world that has long prized the idea of bodies as coat hangers, there were more visible rib cages, jutting collarbones and daisy chains of vertebrae than have been seen since the concept of BMI and model health was introduced by the Council of Fashion Designers of America in 2012. Given the documented connection between social media and eating disorders, especially among young people — and the way runway shows have become a mass form of public entertainment — such images have potentially dangerous repercussions.

 

Hillary Taymour, the founder and designer of Collina Strada, one of the few labels in New York to include plus-size as well as midsize models in its shows (having done so since its first show in 2017), blamed Ozempic and other weight-loss drugs for the phenomenon.

 

“All the plus-size girls went to midsize because of Ozempic, and all the midsize girls went to standard size,” Ms. Taymour said. “Everyone’s on it. It’s a drug that has created a skinnier industry and a new trend that skinnier and skinnier is better.”

 

It is true that the Food and Drug Administration’s approval of Wegovy for weight loss in 2021 coincided with the shrinking runway trend. However, Mr. Bonnouvrier of DNA Models said he believed something deeper was going on — that the swing away from body diversity was part of a general swing away from social progressivism.

 

“As much as anything, this is a cultural conversation,” Mr. Bonnouvrier said. With respect to model inclusivity, he said, brands “are walking away because of what is going on in the United States.”

 

Sara Ziff, the founder of the Model Alliance, an organization that champions models’ rights, agreed. Extreme thinness among models is “not really new — this kind of thing is cyclical,” she said. But this time around, she added, “it seems to echo the current political climate.”

 

“It’s frustrating to see the industry take a step back,” Ms. Ziff said. “When those on the creative side of fashion could be using their platform to share progressive values, it seems like many are acquiescing rather than pushing back.”

 

Peer pressure to diversify the runway in the wake of the #MeToo and Black Lives Matter movements led to a noticeable shift in conceptions of beauty, Mr. Bonnouvrier said. But with D.E.I. now under scrutiny as part of the Trump administration’s war on wokeness, its fashion expression, including diversity of size, is under pressure. A retreat to the most conservative and traditional approach for showcasing clothes means a retreat to old-fashioned stereotypes of beauty. And that generally translates to homogenous, largely white and thin models, despite the fact that such body types are not representative of the fashion-buying population at large.

 

As Ms. Taymour said, there’s a good business case to be made for demonstrating clearly that you “relate to all types of your customer base,” including all sizes. Sarah Burton, the new creative director of Givenchy and the former creative director of Alexander McQueen, said much the same, noting that she wanted Givenchy “to celebrate the multiplicity, beauty and strength of womanhood, free of narrow definitions of how we should look or see ourselves.”

 

Yet the trend continues to move in the opposite direction.

 

Mr. Bonnouvrier does not expect the trend to change anytime soon. “We feel like the door is closing, slowly but surely,” he said.

 

A correction was made on March 21, 2025: An earlier version of this article misidentified the drug that the Food and Drug Administration approved for weight loss in 2021. It is Wegovy, not Ozempic. (The F.D.A. approved Ozempic, another semaglutide injection, as a treatment for Type 2 diabetes in 2017.)

When we learn of a mistake, we acknowledge it with a correction. If you spot an error, please let us know at nytnews@nytimes.com.Learn more

 

Vanessa Friedman has been the fashion director and chief fashion critic for The Times since 2014. More about Vanessa Friedman

Friday, 21 March 2025

Classic British Cars - Made in Coventry - BBC British Documentary / ALVIS starts at 10:26./ Revived company: Historic British brand Alvis returns with continuation cars.


Revived company

In 2012 Alvis announced it would offer five variants of its cars.These included both 4.3 litre and 3 litre chassis derivatives. In 2019, a sixth model was released to coincide with the agreement for Meiji Sangyo to be the distributor for Asia.

 

In 2021, the firm was featured in the BBC Four documentary Classic British Cars: Made in Coventry and released its Graber Super Coupe continuation car, with a convertible version due out in 2022.

 






Historic British brand Alvis returns with continuation cars

Viknesh Vijayenthiran Viknesh Vijayenthiran July 25, 2019

Historic British brand Alvis, founded in 1919 and at one point the employer of Alec Issigonis, the designer of the original Mini, is back building beauties as part of a continuation series of cars.

https://www.motorauthority.com/news/1124203_historic-british-brand-alvis-returns-with-continuation-cars

 

The original passenger arm of Alvis (there was also production of military vehicles and race cars) ceased production in 1967 and transferred all assets the following year to a company known as Red Triangle, which was started by several former employees and to this day is focused on parts, servicing and restoration of existing Alvis cars.

 

However, Red Triangle in 2009 sold the rights to the Alvis name and some of the intellectual property to a new entity, the Alvis Car Company, which the following year started churning out Alvis continuation cars, in some cases using original chassis and engines stored safely for over 50 years.

 

The modern Alvis has now extended its range of continuation cars. It is offering six body styles based on two chassis, known as the 3-Litre and 4.3-Litre, with the cars built according to original factory blueprints. The chassis names refer to the engines they feature, in both cases naturally aspirated inline-6 units.

 

The cars include both pre- and post-World War II cars, though only the post-war cars feature original chassis. Those based on the 3-Litre chassis include the Park Ward Drop Head, Graber Super Coupe and Graber Super Cabriolet, while those based on the 4.3-Liter chassis include the Vanden Plas Tourer, Bertelli Coupe and Lancefield Concealed Hood. The time it takes to build one of the cars can stretch up to 5,000 hours.

 

“Our models are, literally, what Alvis would have created had it not halted production for over 50 years,” said Alan Stote, owner of the modern Alvis. “The factory had planned to build 150 4.3-Litre chassis in 1938. As the site suffered serious damage by bombing in 1940, only 73 chassis were completed so we will continue that series, with new chassis, built to the original drawings.”

 

We should point out that some changes have been implemented to meet modern emissions and crash safety regulations. Some of the cars can also be ordered with automatic transmissions, power steering, climate control, and audio systems. Buyers can also opt for a three-piece Alvis luggage set lined in Connolly leather.

 

In an interesting twist, Alvis has just signed a deal with Meiji Sangyo for distribution of its continuation cars in Japan. The Tokyo-based company was the same distributor for Alvis cars back in the 1950s.

https://thealviscarcompany.co.uk/

 




The Continuation Series

The Alvis Car Company are manufacturing to special order a limited number of famous Alvis models. They are faithful to the original design and by using our Works Drawings from the period they retain all their traditional character and quality, yet are emission compliant. The cars carry Alvis chassis numbers and engine numbers which follow on from the last in the model sequence, which is why they have been designated the Continuation Series.

 

Meet the Alvis continuation series – a storied name in British motoring history is back

 

The Alvis name is more than a century old yet you can still order a factory-fresh model from its impressive back catalogue, thanks to the survival of its unique archive

 

https://www.wallpaper.com/art/bmw-celebrates-half-a-century-of-its-pioneering-art-car-project-with-exhibitions-and-more

 

‘The Alvis name is known mostly only to car nerds. People under 50 may have heard of it but won’t know much about it,’ concedes Alan Stote, the current custodian of the Alvis name and the man behind its revival. ‘I don’t think that’s a bad thing,’ he adds. ‘People are looking for difference now. They want to be seen to have made an unusual choice.’

 

An Alvis is certainly an unusual choice given modern sensibilities. However, it is more than this fabled difference that explains a readiness to spend upwards of £325,000 on a hand-built ‘modern’ Alvis. The newly revived company – which last built a car in 1967 – has so far made ten, with two under construction and a third on order, enough to keep it busy until sometime in 2026.

 

Established in 1919 by Thomas George John and renamed the Alvis Car and Engineering Company in 1921, the firm evolved from making engines and components to become a luxurious car maker, relying on coachbuilders to create the bodywork for its innovative underpinnings. In its heyday, it was said to rival the other major British luxury carmaker of the time, Rolls-Royce. Among its most famous models in the 1930s were the exotic art seco-era Bertelli Sports Coupe, the Vanden Plas Tourer and the Lancefield Concealed Hood.

 

It was Alvis that invented the first independent front suspension, the first front-wheel drive cars, and the first all-synchromesh gearbox. The flying ace Douglas Bader drove an Alvis, as did Benjamin Britten and the Duke of Edinburgh. And so, more recently, did auto parts entrepreneur and pre-war car collector Stote.

 

After Alvis ceased production in 1967, there remained a small repair and servicing business for its select owners. But what drew Stote to acquire the name 30 years ago was a love of history and a desire to preserve it: remarkably, Alvis’ archive was complete since inception and remained in one place, in Kenilworth, near Coventry. That included not just 25,000 original engineering drawings but a large, mothballed inventory of components, including over 30 complete and unused engines. The rebirth of Alvis was plotted.

 

‘As repair and servicing jobs gradually got harder and more complex [depending on what other mechanics had done to the cars over the years], building a new car was in many ways easier and more predictable, especially when you have all the components,’ Stote explains. ‘Other companies have of course got into the business of completely remodelling vintage cars. I concluded it had to be a better job if it was done by the original OEM.’

 

Stote stresses that the ‘new’ Alvis cars are not rebuilds or replicas but are part of a new kind of 'continuation series', as he calls it. Just don’t expect – like a new Rolls-Royce – the most high-tech of vehicles; some of the new Alvis cars will still be powered by a 4.3 litre in-line six-cylinder engine designed by the company in 1936.

 

Today, buyers can specify one of several continuation models, spanning decades of Alvis’ history. From the 4.3 litre-powered Vanden Plas Tourer to the smooth lines of the 1935 Bertelli Sports Coupe and the Lancefield ‘concealed hood’ model, to the post-war Park Ward Drop Head Coupe and Graber Coupe/Cabriolet, Alvis exists in a distinct and rarefied place, hand-building new cars using the same methods as they used 90 years ago. ‘I’ve been very pleased by the relaunch, but actually Alvis really made it easy for me, because everything was already there,’ says Stote. ‘I just had to take it on.’

 

Josh Sims

Josh Sims is a journalist contributing to the likes of The Times, Esquire and the BBC. He's the author of many books on style, including Retro Watches (Thames & Hudson).


The Alvis Car and Engineering Company Ltd / VIDEO : International Alvis Weekend 2014 Abingdon Market Place

Alvis 12/70


Alvis Car and Engineering Company Ltd was a British manufacturing company in Coventry from 1919 to 1967. In addition to automobiles designed for the civilian market, the company also produced racing cars, aircraft engines, armoured cars and other armoured fighting vehicles.

Car manufacturing ended after the company became a subsidiary of Rover in 1965, but armoured vehicle manufacture continued. Alvis became part of British Leyland and then in 1982 was sold to United Scientific Holdings, which renamed itself Alvis plc.

The original company, T.G. John and Company Ltd., was founded in 1919 by Thomas George John (1880–1946). Its first products were stationary engines, carburetors and motorscooters. Following complaints from the Avro aircraft company whose logo bore similarities to the original winged green triangle, the more familiar inverted red triangle incorporating the word "Alvis" evolved. On 14 December 1921 the company officially changed its name to The Alvis Car and Engineering Company Ltd. Geoffrey de Freville (1883–1965) designed the first Alvis engine and is also responsible for the company name.

The origin of the name Alvis has been the subject of a great deal of speculation over the years. Some have suggested that de Freville proposed the name Alvis as a compound of the words "aluminium" and "vis" (meaning "strength" in Latin), or perhaps it may have been derived from the Norse mythological weaponsmith, Alvíss. De Freville however vigorously rejected all of these theories. In 1921 he specifically stated that the name had no meaning whatsoever, and was chosen simply because it could be easily pronounced in any language. He reaffirmed this position in the early 1960s, stating that any other explanations for the source of the name were purely coincidental.

Production was relocated to Holyhead Road in Coventry, where from 1922 to 1923 they also made the Buckingham car. In 1922 George Thomas Smith-Clarke (1884–1960) left his job as assistant works manager at Daimler and joined Alvis as Chief Engineer and Works Manager. Smith-Clarke was accompanied by William M. Dunn, who also left his job as a draughtsman at Daimler to become Chief Draughtsman at Alvis. This partnership lasted for nearly 28 years and was responsible for producing some of the most successful products in the company's history. Smith-Clarke left in 1950, and Dunn assumed Smith-Clarke's position as chief engineer, remaining in that position until 1959.

De Freville's first engine design was a four-cylinder engine with aluminium pistons and pressure lubrication, which was unusual for that time. The first car model using de Freville's engine was the Alvis 10/30. It was an instant success and established the reputation for quality workmanship and superior performance for which the company was to become famous. The original 10/30 side-valve engine was improved, becoming by 1923 the overhead valve Alvis 12/50, a highly successful sports car that was produced until 1932. Around 700 of the 12/50 models and 120 of the later Alvis 12/60 models survive today.

1927 saw the introduction of the six-cylinder Alvis 14.75 and this engine became the basis for the long line of luxurious six-cylinder Alvis cars produced up to the outbreak of the Second World War. These cars were elegant and full of technical innovations. Independent front suspension and the world's first all-synchromesh gearbox came in 1933 followed by servo assisted brakes. The Alvis 12/75 model was introduced in 1928, a model bristling with innovation, such as front-wheel drive, in-board brakes, overhead camshaft and, as an option, a Roots type supercharger.

As with many upmarket engineering companies of the time, Alvis did not produce their own coachwork, relying instead on the many available coachbuilders in the Midlands area, such as Carbodies, Charlesworth Bodies, Cross and Ellis, Duncan Industries (Engineers) Ltd, E. Bertelli Ltd, Grose, Gurney Nutting, Hooper, Lancefield Coachworks, Martin Walter Ltd, Mayfair, Mulliners, Tickford, Vanden Plas, Weymann Fabric Bodies, and William Arnold Ltd. Several cars also survive with quite exotic one-off bodywork from other designers such as Holbrook, a U.S. coachbuilder.[2]

In 1936 the company name was shortened to Alvis Ltd, and aircraft engine and armoured vehicle divisions were added to the company by the beginning of the Second World War. Smith-Clarke designed several models during the 1930s and 1940s, including the six-cylinder Speed 20, the Speed 25, and the Alvis 4.3 Litre model.

Second World War lubrication, which was unusual for that time. The first car model using de Freville's engine was the Alvis 10/30. It was an instant success and established the reputation for quality workmanship and superior performance for which the company was to become famous. The original 10/30 side-valve engine was improved, becoming by 1923 the overhead valve Alvis 12/50, a highly successful sports car that was produced until 1932. Around 700 of the 12/50 models and 120 of the later Alvis 12/60 models survive today.

Car production was initially suspended in September 1939 following the outbreak of war in Europe, but was later resumed and production of the 12/70, Crested Eagle, Speed 25, and 4.3 Litre continued well into 1940. The car factory was severely damaged on 14 November 1940 as a result of several bombing raids on Coventry by the German Luftwaffe, although ironically the armaments factory suffered little damage. Much valuable cutting gear and other equipment was lost and car production was suspended for the duration of the war, only resuming during the latter part of 1946. Despite this, Alvis carried out war production on aircraft engines (as sub-contractor of Rolls-Royce Limited) and other aircraft equipment.
Car production resumed with a four-cylinder model, the TA 14, based on the pre-war 12/70. A solid, reliable and attractive car, the TA 14 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.

1950s
Smith-Clarke 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 TA 21, as the new model was called, again came from Mulliners of Birmingham as they had for the TA 14, with Tickford producing the dropheads. But with the first of these committing themselves in October 1954 to supply only Standard Triumph who purchased it in 1958 and the second being acquired by David Brown owner of Aston Martin Lagonda in late 1955, it was becoming clear that new arrangements would have to be made. Some of the most original and beautiful designs on the 3 Litre chassis were being produced by master coachbuilder Carrosserie Herman Graber of Switzerland and indeed these often one-off–designed cars are highly sought after today. Graber had begun to use TA 14 chassis soon after the war building three Tropic coupés which were much admired. When the Three Litre chassis was introduced his bodies displayed at the Geneva Motor Shows in 1951 and 1952 attracted sufficient interest for Graber to set up a standing order of 30 chassis per year. Swiss-built Graber coupés were displayed on the Alvis stand at both Paris and London Motor Shows in October 1955.

With a licence in place, from late 1955 all Alvis bodies became based on Graber designs however few chassis and few bodies were built over the next two years. Around 15 or 16 TC108/Gs were built by Willowbrook Limited of Loughborough and Willowbrook was subsequently taken over by Duple Coachbuilders. Over the same two years Graber built 22 TC 108Gs and complained that if he had received chassis he would have committed himself to buying 20 a year. Only after late 1958 with the launch of the TD 21 did something resembling full-scale production resume as Rolls-Royce subsidiary Park Ward began to build the new bodies now modified in many small ways. These cars, the TD 21 and its later variants, the TE 21 and finally the TF 21 are well built, attractive and fast cars. However it was clear by the mid-1960s that with a price tag of nearly double that of the mass-produced Jaguar, the end could not be far off.

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.


1960s
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 TF 21 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 127 mph – 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.

In 1968, a management buyout of the car operations was finalised and all the Alvis car design plans, customer records, stock of parts and remaining employees were transferred to Red Triangle.

1970s to present
As part of Rover, Alvis Limited was incorporated into British Leyland but was bought by United Scientific Holdings plc in 1981. Subsequently the company's name was changed to Alvis plc. Alvis plc acquired British truck manufacturer Universal Power Drives in 1994, naming their new subsidiary Alvis Unipower Limited. The trucks were subsequently branded as Alvis-Unipower. In 1998, Alvis plc acquired the armoured vehicle business of GKN plc, and the main UK manufacturing operation was moved from Coventry to Telford. The site of the Alvis works in Holyhead Road is now an out-of-town shopping complex, but its name, Alvis Retail Park, reflects the heritage of the site. In 2002 Alvis plc purchased Vickers Defence Systems to form the subsidiary Alvis Vickers Ltd, which was in turn purchased by BAE Systems in 2004. BAE Systems ended the use of the Alvis distinctive red triangle trademark.


In 2009, Red Triangle negotiated the legal transfer of the Alvis car trademarks. The following year, the company announced that the 4.3 Litre Short Chassis tourer would once again be available. All Alvis' records remain intact at the company’s Kenilworth headquarters along with a large stock of period parts. One of the men to have worked on the very last Alvis car produced in 1967 is still retained by Red Triangle in a training capacity. Built to the original plans, the new car has been named the "Continuation Series", to reflect the 73-year interruption in its production between 1937 and 2010. It differs only in detail from the pre-war examples: for emissions, the engine is governed by an electronic fuel injection system with electronic ignition, brakes are hydraulic rather than cable, the steering column collapsible and the rear light arrangement reconfigured to conform to modern standards.

1935 Alvis 4.3 Litre

1936 Alvis Speed 20


1936 Alvis Speed 25

1948 Fourteen drophead coupé-cabriolet

1952 Three Litre sports saloon
Three Litre TC 21/100 Grey Lady sports saloon
1957 Three Litre TC 108G fixed head coupé

1967 Three Litre series IV drophead coupé or cabriolet


Wednesday, 19 March 2025

BRISTOL Returns! | Iconic Marque Plans 2026 Rebirth With 3 Premiere Mode...


Bristol Cars to be Reborn in 2026

by Nik Berg

7 November 2024

https://www.hagerty.co.uk/articles/news-articles/bristol-cars-to-be-reborn-in-2026/#:~:text=Bristol%20Cars%20will%20be%20back,after%20Bristol%20went%20into%20liquidation

 



Bristol Cars will be back on the road in 2026, just in time to celebrate 80 years since it was founded.

 

That’s according to Chairman and CEO Jason Wharton who bought the company’s assets at auction in 2020 after Bristol went into liquidation. Not for the first time either, with the contrarian carmaker also going into administration in 2011. In 2016 its new owners unveiled the Bullet sports car but it never made it into production.

 

Founded in 1945 as a spin-off from the Bristol Aeroplane Company, the firm produced its first car, the 400, a year later based on the pre-war BMW 326, 327 and 328. It was in the 1950s that Bristol truly crafted its own identity, with big quirky coupes that combined luxury and speed, courtesy of their Chrysler V8 engines.

 

Bristol 411

Judging from the image shared by Wharton Bristol’s revival looks set to be led by a modernized version of the 1969 411, which came with a 6.2-litre Chrysler eight. When Wharton first bought Bristol he had grand plans to make a leader in electric vehicles, although now he appears to have rolled back that ambition.

 

Replying to comments on his LinkedIn post showing the ‘new’ car Wharton said that a combustion-powered version would come first, followed by a hybrid and then a pure electric edition.

 

Wharton describes his plan for the future as “Vision 8.0” and says the aim is “To revive Bristol Cars as a contemporary coachbuilder for connoisseurs of luxury grand touring automobiles and experiences worldwide in time for the 80th anniversary of the marques founding in 2026.”

 

The word “coachbuilder” is key, suggesting that rather than engineering a car from scratch Bristol will rebody a vehicle from another manufacturer. We’ll find out soon enough.


Tuesday, 18 March 2025

Bristol 405 / What Was the Phantom Thread Car? / VIDEO:BRISTOL CARS EVOLUTION | From 1946 - 2018


What Was the Phantom Thread Car?
Written by Jack Stewart in Classic Cars, Entertainment, Luxury Vehicles, Sedans, Sporty/Performance Cars, TV/Movie Car, What was...

Instead of a Rolls Royce or Bentley, Phantom Thread producers put wealthy and successful lead character Reynolds Woodcock in a Bristol 405 sedan.

The recently released period-piece drama Phantom Thread is a noteworthy film for many reasons. For starters, it was written and directed by celebrated auteur Paul Thomas Anderson, it’s been nominated for six Academy Awards (including Best Picture and Actor in a Leading Role), and it stars Oscar-winning thespian Daniel Day-Lewis in what Day-Lewis himself says is his last acting performance. For car enthusiasts, however, the film’s Bristol 405 four-door saloon is the real star.

More TV and movie cars

The Day-Lewis character, Reynolds Woodcock, is a successful fashion designer in England in the Fifties who drives his Bristol aggressively. This is excellent vehicular casting, since the 405 was one of the best handling, most aerodynamic cars of its day—it was built to be driven fast.

The Bristol 405 was technically a product of the aviation industry. The Bristol Aeroplane Company built the Blenheim light bomber and the Beaufighter fighter/torpedo bomber (among others) during World War II. With the end of hostilities, Bristol diversified into auto production and bought the rights to the prewar BMW 328 engine and 326 chassis—the products of another firm with roots in aviation. The 328 engine was a 2.0-liter six with unusual “cross-pushrod” valvegear—a complex system that gave some of the advantages of a dual-overhead-cam layout, including hemispherical combustion chambers.

Bristol tapped into its aircraft roots with aviation-quality materials and construction, as well as a body design honed in a wind tunnel for excellent aerodynamics. An aluminum body kept weight down to a reasonable level. The 405 soon gained a reputation as a “businessman’s express,” with its steady handling, a top speed above 100 mph, understated styling, and a plush wood and leather interior.

The 405 saloon was built from 1955 through 1958, and was Bristol’s only 4-door sedan. Most Bristols were coupes, with the occasional convertible thrown in (the 405 itself was also available as a four-seater drophead coupe). Since Bristols were hand built, they cost several times the price of a contemporary Jaguar. Understandably, production was low—only about 300 405 saloons were built. Still, Bristol had a small but loyal clientele that allowed the company to produce cars until 2011. By the Sixties, Bristol’s small six couldn’t generate enough performance to keep up with rival sports cars, so the company bought Chrysler V8s. In 2004, Bristol introduced the Fighter, a gullwing supercar with a Dodge Viper V10 engine.

The Cars of “Metropolis”

Bristol went into bankruptcy in 2011, but was bought by a firm that plans to resume production with an all-new model called the Bullet. The preproduction Bullet harks back to Bristols of the Fifties with retro styling and a BMW engine—in this case a BMW 4.8-liter V8. The Bullet has yet to enter production, but it’s not hard to picture a future iteration of Reynolds Woodcock blasting through the English countryside in a fast Bristol.


 Bristol 405
Bristol 405.JPG
Bristol 405 four-door saloon
Overview
Manufacturer   Bristol Aeroplane Co. (now Bristol Cars)
Production         1953–1958
52 Bristol 404 units
308 Bristol 405 units
Body and chassis
Class      Luxury car
Body style           Two-door coupé (404)
Four-door saloon (405)
Two-door drophead coupé (405)
Layout  FR layout
Powertrain
Engine  1,971 cc ohv I6
2,216 cc ohv I6[1]
Chronology
Predecessor      Bristol 403
Successor           Bristol 406



  
"In this latest product from Bristol Cars Ltd, I am in the happy position of having very little with which to find fault"
Bill Boddy in Motor Sport, February 1956

"One starts to throw this car into corners after a very few miles of motoring. The high geared steering responds to a single quick turn of the two spoke wheel, and the 405 goes round, as uncompromisingly upright as a Calvinist pastor ... "
Mike Brown in The Autocar, May 1955

The Bristol 404 and Bristol 405 are British luxury cars which were manufactured by the Bristol Aeroplane Company. The 404 was manufactured from 1953 to 1958, and the 405 from 1955 to 1958. The models were successors to the Bristol 403. The 404 was a two-seat coupé and the 405 was available as a four-seat, four-door saloon and as a four-seat, two-door drophead coupé.

Unlike previous or later Bristol models, there is considerable confusion in nomenclature when it comes to the Bristol 404 and 405. The 404 was a very short-wheelbase (8 feet (2,438 mm) as against 9 feet 6 inches (2,896 mm)) version of the 405, but was introduced in 1953, whereas the 405 was not introduced until 1955 and continued until 1958.

The 405 itself was seen in two versions. The more common (265 of 308 built) is a four-door saloon built on the standard chassis of the previous Bristols, whilst the 405 drophead coupé or 405D (43 built) had a coupé body by Abbotts of Farnham. The body used aluminium panels over a steel and ash frame, mounted on a substantial horse-shoe shaped chassis.[2] Most cars built had a highly tuned (through advanced valve timing) version of the 2 litre six-cylinder engine called the 100C which developed 125 bhp (93 kW) as against the 105 bhp (78 kW) of the standard 100B 405 engine. Even the 105 bhp engine was fitted with Solex triple downdraft carburettors.[2] With UK fuel supplies no longer restricted to the low-octane wartime "pool petrol", all engines for the 404 and 405 came with higher compression ratios than predecessor Bristols — 8.5:1 as against 7.5:1. Rack and pinion steering was fitted and the car's handling won accolades from press reports when the car was introduced (and subsequently).

Compared to the 403, the 404 and 405 had an improved gearbox with much shorter gear lever which improved what was already by the standards of the day a very slick gearchange. The 405, though not the 404, had overdrive as standard apart from the earliest models, and front disc brakes became an option apart from the earliest models, and were fitted to almost all 405 drophead coupés. A few late 405s were fitted with the torquier 2.2 litre engine introduced in the later 406.

Externally, a notable feature of the 404 and 405 was the abandonment of the BMW-style radiator grille for one much more like an aero-engine. The 405, although the only four-door car ever built by Bristol, had styling that the company was later to refine for many years on their later Chrysler V8-engined cars during the 1960s. It was also the model that introduced the Bristol feature of sizable lockers in the front wings accessed externally by gullwing doors. The locker on the nearside held the spare wheel and jack, whilst that on the offside housed the battery and fuse panel.