Staxman has posted some shots of a very lovely 1949 Riley RMD drophead (cabriolet). The RM series was built from 1945 to 1955, and the last developed independently by Riley prior to the Nuffield Organization’s merger with Austin in 1952 to form BMC. Nuffield had essentially controlled Riley since its reorganization in 1938, but it still operated independently.
After that merger that created BMC, Rileys became one of the numerous badge-engineered brands in that conglomeration.
I found a picture so we can all admire this lovely engine.
It’s got a very distinguished and of course traditional front end. No pontoon styling for this Riley.
The back end is tasty too. Bet it’s exhaust has a nice muted snarl.
Let’s admire it from the side. It does not look unlike a number of other post-war cars that retained pre-war styling, like the Mercedes 170/220/300.
Beautiful piece of craftsmanship. Do I see a turn signal of the “flag” type on the driver’s side arear of the door?
Indeed you do.
When I was a car-mad small boy in the early 1950s, two of my aunts had RMA models – the 4-door saloon with shorter bonnet and 1.5 litre version of the twin cam motor.
I covered many miles in the front seats of one of them, with my father at the wheel. The car was exceptionally quiet going downhill – because of course Dad would have the ignition off and the car in neutral….
Everybody in the extended family could recognise another Riley coming the other way !
The leatherette roof of the Riley saloons (on a wooden frame) was widely copied in the 1960s – but over a standard steel surface.
The leatherette roof was laid over a SHEET STEEL PRESSING, with a close virtually allover pattern of punched lightening holes. Headlining was attached “suspended” as from a normal steel roof. The Drophead’s hood (civilized for foldable fabric roof) also had headlining
The long extensions on the fan and pulleys look like the car could have a straight 6 or V12…
Before the war, Riley did have a six, but it only grew as ‘big’ as 1726cc. Yes, there was a smaller version. Riley even flirted with a V8 before the war, but that was only 2.2 litres. This 2 1/2 litre four was their big block.
if arear is not a word it should be. seems low for turn signal though
I wonder if that is because the rear windows might wind down into the space above the semaphore arm.
Fred K,
I briefly had an almost identical car, except mine was all black, paint, top, and interior leather.
Mine also had the trafficators located down near the doors. My car was a LHD version sold new in Canada. Problem was, drivers following my car were unable to see the right trafficator, as it was blocked from view by the rear wing [fender].
Even the left trafficator was difficult to see if the car following me was slightly to the right and at a lower ride height, like the Lotus Europa that followed me back to my shop to see the Riley up close, he said the trafficators were worthless due to their location.
The Riley 1.5 cars were one of many pre-war designed cars still being built 10 years after WW2. I think it was one of only 2 production cars still being constructed with a wood-based body frame, covered in metal [the other being the Austin Princess].
The AC 2 Litre, which went into (small-scale) production after WW2, had a wood-based body frame:
http://www.ac2litre.com
Staxman,
I figured after I posted that message, there was a high probability that there would be other small production runs of wood framed bodies on post-WW2 British cars. I had forgot about the “other” AC cars.
You can add Bristols, Allards and pre-Rapide Lagondas to that lot.
And the Morris Minor Traveller, I suppose…
On the Continent, Delahaye, Hotchkiss, Talbot-Lago, Salmson and Bugatti were (usually) wood-framed until the mid-’50s, when they all died out. Same for special-bodied Alfas, Fiats and Lancias, especially limos and wagons.
A stunning beauty. I want one.
That’s the nicest thing I’ve seen all day. Was this body built in house by Riley? It looks like something from one of the custom body builders. Very interesting engine. I know nothing about it. Did it continue to evolve?
Strange but true I went to high school with another oddball named Ben Riley who drove a 1959ish Riley convertible with a dual carb setup. That is, he drove it to school on the days that he could get it to run.
They don’t look too different from the sedans which were relatively commonplace and presumably in-house
I’d be willing to bet your friend has a Riley badge on his front door or mailbox. I would.
I must make a correction. My friend Riley did not own a Riley. He drove a Singer Gazelle. The big joke was that Riley drove a Singer. That’s it. That was the joke. You may chuckle politely now if you wish.
I’d seen the four-door sedans but wasn’t aware a convertible even existed. It’s too bad there wasn’t a hardtop coupe as well.
The Citroen Traction Avant is another prewar/postwar car with a similar look. Of course the longest proponent of those in the UK other than Morgan was the much cheaper and stubbier Ford Anglia/Prefect/Popular.
You are correct. AFAIK there are no 1959 Riley convertibles. Please see my correction above and accept my humble apology.
This would have been the last generation of convertible Riley
No respectable British marque has ever made a “convertible”. The civilized descriptor is DROPHEAD (In France, DÉCAPOTABLE).
In a sort of CC-effect, two of our recent guests were New Zealand Riley Car Club members, and one arrived in a 1949 Riley RMC Roadster (the other was a 1952 RMA sedan). I had no idea the Roadster even existed! I prefer the RMD’s proportions though – the Roadster’s rear wheels looked to be too far rearward. And of course it wasn’t until the guests were leaving that I realised I’d neglected to take any photos of the Roadster, so this was all I got:
I remember a feature about one of them in the Aussie magazine Restored Cars many years ago. I totally agree with you on the proportions, and can’t imagine why anyone would have bought one when they could have this lovely RMD. Reading about it opened my eyes to the concept of rarity and desirability not necessarily coinciding.
Could be the same car – this one was Australian-new and imported to NZ in 2016. I think it was restored in Australia too.
In another CC-effect, the owners of the RMC booked to stay with us again last night, so I chatted with them about the RMC. Apparently there are only two Roadsters in New Zealand, but quite a few in Australia where they were popular (relatively speaking) when new.
The Riley’s cylinder head design dated back to the 1926 Riley Nine.
In his history of the Austin-Healey, Aaron of AUWM points out that some postwar Healeys (but not the Austin-Healey) used the Riley engine.
Here’s an interesting article about a Riley RM whose owner’s woodworking skills came in handy:
https://www.hemmings.com/stories/article/thats-something-i-could-do-1953-riley-rmf
When I was ~15 I went along when my stepmother test-drove a Riley RM with a view to buying it—which she didn’t in the end. I didn’t know anything about it but thought it was pretty cool. I don’t know how it came to her attention or why she considered buying it. If she had, I’m sure she would have kept the family’s prosaic American car, whatever that was at the time, as a daily driver. Only non-American car my parents ever had was a Renault Dauphine ca. 1960, and it didn’t last long.
At this time I had nothing against imports but was pretty much into American cars. I was partial to Chrysler Corporation cars in particular, although my fondness for them didn’t last as long as Daniel Stern’s. At that time Chrysler had been using torsion-bar front suspension for a few years, and their advertising really emphasized this. If I’d known that the Riley had torsion bars, that would have given it even more cred in my eyes. I also would have realized that Chrysler didn’t invent torsion bars!
This is really pretty .
I’d love to get a ride in one .
-Nate
Very nice cars the ragtop is rare, The Riley engine survived the merger being used in the first model PathFinder after that it was BMC fours and sixes.
Designed in the days when Lord Nuffield was still letting Riley do their own thing for some reason, and one of the first new cars we saw after WW2. But as Paul says, BMC didn’t stand for that sort of thing, from 1952.
And a definite pre-war Mercedes or BMW tourer vibe going on. to me.
I’ve always loved these Rileys.
Can’t put a finger on just why, as nobody in the family ever owned one, and I never rode in one, but there’s something about the style that just looks right. Long, low, but traditional, classic it-could-only-be-British styling. Proportions that shout “Sporty!”, with enough engine in the 2 1/2 litre to back that up. Half as much power again as a Holden of the day, from an engine not all that much bigger.
And considering that Wolseleys back then just after the war were basically badge-engineered Morrises, I’m still amazed that Riley was allowed to come out with its own totally unique design, on a unique chassis with unique engineering. And although I’m no engineer, I just love the concept of that engine.
Sort of a British Lancia.
I think I’d have liked William Morris, for allowing Riley to go their own way. The sedans seemed quite popular in Australia; I wonder if the RMs ever made money for him? Or if he even cared?
The last true Riley was the PATHFINDER, same engine, later at 2.6 litre, bench seat, with gear lever on floor between driver’s seat and door. Laycock de Normanville overdrive optional. Big drum brakes. Official Melbourne to Sydney record times were published until the mid 1950s, and punished thereafter, so the record remains in Riley hands! The 2.5 litre was used in the stunning HEALEY SILVERSTONE sports racer from 1949. In my town Blackburn, east of Melbourne, lived many meticulously maintained Rileys including a couple of factory brown and creamcracker NINES, a red KESTREL that could whip any Chev or Holden Six, or any standard Ford. My favourite was a green BROOKLANDS with 4 into 1 Brooklands exhaust (2 inch into 6 inch diameter of roaring British Lion! Modifications, nothing irreversible, included valve lift & timing, and four Amal GP carburettors, hot Vincent Black Shadow (lightning specs) size , 1.5″ choke. As a pre-driving age passenger (though I’d been riding Beezers for years, culminating in a 500 Goldie) I was astounded at its tight cornering brilliance – no body lean. In Blackburn, the brothers Brownrigg had some ripper Rileys, including a stove-hot hillclimb special.
The real last Riley, the Pathfinder, was a 110 mph, tight handling de luxe sedan, with the same engine, later at 2.6 litres, ultimately with the Austin or Mowog C-Series six, so Riley in coachwork only, offered with Riley or Wolseley badges and grille. British Police used it.
We were visiting relatives in Wilkes-Barre PA in the early 90’s and my Dad took pity on me knowing I was interested in cars, and (probably in AAA guide we had…my Dad grew up in the area but hadn’t lived there in 30+ years to know about changes) we found there was a car museum that was in an abandoned dept store building (maybe a K-Mart, but think it was a Kings).
It turned out that they were closing their doors. Other than the Poconos, I don’t think of Wilkes-Barre as much of a tourist destination, so I’m not sure why the owner opened it there (other than living in the area and loving cars) but probably should have kept it as a hobby instead of a business. Anyhow, his last name was Riley, and he had several of them in his collection there. Frankly I wasn’t familiar with Riley at all, but it was neat to see several of them in one area.
Sorry to see it close it’s doors, but glad I got to see it before it did…we’ve been back in the area many times since, and it would be nice to be able to have a distraction between vists with relatives…I’d go back even having seen it, but no longer an option.