Humber Limited was a British manufacturer of bicycles, motorcycles and motor vehicles incorporated and listed on the stock exchange in 1887. It took the name Humber & Co Limited because of the high reputation of the products of one of the constituent businesses that had belonged to Thomas Humber. A financial reconstruction in 1899 transferred its business to Humber Limited.
From an interest in motor vehicles beginning in 1896, the motor division became much more important than the cycle division and the cycle trade marks were sold to Raleigh in 1932. The motorcycles were withdrawn from sale during the depression of the 1930s.
Humber is now a dormant marque for automobiles as well as cycles. Following their involvement in Humber through Hillman in 1928 the Rootes brothers acquired 60 per cent of Humber's ordinary capital, sufficient for a controlling interest. The two Rootes brothers joined the Humber board in 1932 and began to make Humber the holding company for vehicle manufacturing members of what became their Rootes Group.
By 1960 annual production was around 200,000 vehicles. Previous insistence on Rootes family control, however, may have led to under-capitalisation of the business. Building a brand new car, the Hillman Imp, proved beyond Humber and Rootes Group resources and their businesses were bought by the Chrysler Corporation in 1967.
The cycle industry was consolidating in the late1880s and partners Thomas Humber and fledgling company promoter T Harrison Lambert sold their Humber Cycles business to investors who added a number of other substantial cycle manufacturers[note 1] and then floated the new combine on the stock exchange. Such was the public's recognition of Humber products and their high quality and reliability the whole new organisation was named Humber & Co Limited though Humber's was not the largest component. Thomas Humber agreed to manage the whole enterprise with its works in Coventry and Wolverhampton as well as Beeston. He retired in 1892 at the end of his 5-year contract.
Humber expanded into Europe and in 1896 their subsidiary, Humber (France), joined with La Société des Vélocipedes Clément and La Société des Cycles Gladiator obtaining stock exchange listings in order to form "one of the largest Cycle monopolies in Europe" and with the intention of improving the position of Humber (France). The directors expressed the greatest interest in the new industry of motor carriages and cycles for which extensive works were to be erected by the monopoly at Levallois Perret. At the time of the flotation prospective investors were told that agencies were already established in all principal towns in France, and the cities: St Petersburg, Copenhagen, Milan, Athens, Brussels, Bucharest, Amsterdam, Lisbon, Buenos Ayres, Santiago, Constantinople, Algiers, Sfax, Tunis, Alexandria, Saigon, Hong Kong, Port Said and throughout the whole of South America. The chairman of the new monopoly was chairman of Dunlop Pneumatic Tyre Co and another director was the manager of Dunlop (France). Negotiations between the parties were completed by Ernest Terah Hooley.
The ambitious new monopoly was not successful, disputes between the partners dragged through the English courts until the turn of the century. A severe economic recession in 1899 then brought about a financial reconstruction and the incorporation of a new company, Humber Limited, to continue the existing business.
In 1896 Humber built a prototype and nine production motorcars in their new Coventry premises. In November 1896 a car was exhibited at the Stanley Cycle Show in London. They are claimed to be the first series production cars made in England.
At Humber & Company's next general meeting in 1897 the managing director said they had received many letters asking if they would produce a motorised vehicle, and that they had in fact been working on this project for 2 years, but had delayed production until they found a suitably reliable engine. Having now found an engine they were gearing up for production.
The first Humber car was produced in 1898 was a three-wheeled tricar. Their first conventional four-wheeled car appeared in 1901. Cars went into production in Beeston near Nottingham as well as Stoke, Coventry but to separate designs. Just as with bicycles Beeston Humber products retained their high quality image. The Beeston works closed in 1908 on the opening of the new works at Stoke.
Humber's profit went from £16,500 in 1905 to £106,500 the next year and £154,400 in 1907.
On 12 March 1908 the new works was officially opened at Stoke, then just outside the city of Coventry. New buildings covered 13.5 acres and allowed for the employment of 5,000 hands. The new works was designed to be capable of producing 150 cars and 1,500 cycles per week. Another financial reconstruction was made in 1909. In 1911 they took over the Centaur Cycle Company.
By this time a wide range of cars was produced from the 600 cc Humberette to several six-cylinder 6-litre models. In 1913 Humber was second only to Wolseley as the largest manufacturer of cars in the United Kingdom. Revived by the war Humber produced motorcycles and bicycles for the War Office as well as cars.
There were postwar slumps in the early 1920s and in addition the public were moving from pedal cycles to motorcycles as well as to cars. Rover, Singer, Swift, Triumph and Riley all gave up their manufacture of cycles.
In 1925 Humber moved into the production of commercial vehicles with the purchase of Commer.
In the year to 1928 Humber's chairman was obliged to report a loss for the second year running. Commer Cars' turnover was substantially increased but Commer did not return to profit. The bicycle business improved but motorcycles did not. Humber cars, the product being as the chairman put it of a distinctive class, were more influenced by conditions than were mass-produced vehicles. Humber he described as one of the oldest and best known higher grade cars.
The chairman, Stanley Brotherhood, told a special meeting of shareholders of the exceedingly good performance of one of the 14-40 cars driven by J W Fitzwilliam and his brother who had just returned from traversing 4,500 miles in central Europe including the worst roads in the Balkans. He then reported the "drastic redesign" of Humber's cars which together with improved appearance and performance and revised prices were expected to improve the products' performance in the marketplace.
Mention of the drastic redesign at that special meeting was followed by another meeting to discuss the amalgamation of Humber and its partly-owned subsidiary Hillman Motor Car Company. Hillman, the chairman explained, made one of the most popular medium priced cars and would provide a suitable partner to the distinctive Humber products. Shareholders were unanimous that the amalgamation should go ahead on the proposed terms.
In 1929 Hillman, under the control of the Rootes brothers, was amalgamated with Humber—the combine was not under the control of the Rootes brothers—but William Rootes' marketing skills had been immediately brought into play when Rootes Limited had been appointed "World Exporters". In December 1929 reviewing the 1929 year the chairman told shareholders Humber had now introduced three new models named: 16-50, for the 1928 Motor Show, Snipe and a seven-seater Pullman both for the October 1929 Motor Show. For the time being the 9-28 and 20-65 hp models would continue but at a reduced price.
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