Biographical Data - W

Ward, Frank

Frank Ward was appointed Administrative Director of theRover Cycle Company in 1901 after the death of [⇒ John Kemp Starley].

Webster, Harry

Harry Webster is an engine developer at Leyland-Triumph. He developed a V8 engine for Triumph.
When ROVER and Leyland-Triumph merged in 1966, a rivalry to [⇒ Peter Wilks] was created, who has the ROVER-V8 ready for production.

Weslake, Harry

Harry Weslake is a fluid mechanic. He is fetched in 1961 by [[⇒ Maurice Wilks] to first improve the 3-litre engine of the "P5".
He has made a name for himself with the reworking of Bentley engines and the A- and B-series engines from MMC.
He is not a magician, but a very experienced specialist for gas flows in combustion engines.

Whittle, Sir Frank

Sir Frank Whittle is one of the world's best-known jet engine developers, a true pioneer. In 1928, the then air cadet wrote in his dissertation at RAF College, that the high-speed flight in extreme heights is only possible by a gas turbine drive.
In 1930 he applied for his first patent without any support from industry or the Air Force Ministry.
In 1936 he founded Power Jets Limited in Lutterworth. Armstrong-Siddeley is not interested in working together, but BTH (British Thomson-Houston) produces drawings for Whittles design of a TL engine - the Whittle Unit 1 ("WU1").
The first engine was first used on April 12,1937. The Morris Ten's starter engine brings the engine to 2,300 rpm before Whittle opens the fuel valve. The acceleration is so enormous that the building almost explodes.
 
In December 1940, the Ministry of Aviation finally made funds available for an improved W 1X engine. This was followed by a contract for a practically usable aircraft engine (W. 1) which ran for the first time in 1941. On May 15, a converted Gloster E28/29 will be flying with the W. 1 engine from Cramwell Airport for the first time. Data: thrust 285 kg, speed 16.500 rpm, engine weight 280 kg, speed 540 km/h in horizontal flight.
The versions W. 2 Mk IV and W2. B followed at the end of 1941. These engines are presented by ROVER, BTH and Power Jets.
Since Power Jets is a pure development company with no major manufacturing capabilities, ROVER was switched on. However, there is constant friction with Whittle, who accuses ROVER of making unauthorized modifications to his engines.
 
In 1943, the human and technical differences between ROVER and Whittle can hardly be bridged. With Rolls Royce it is possible to combine the jet engine development there; ROVER takes over the production of Rolls-Royce tank engines in return.

Wild, ?

Wild (the first name is not known to us) constructed in the 1920s the engine of the ROVER "Ten" with 1,185 ccm.

Wild, Mark

Mark Wild was works director at ROVER from 1919 to 1925. He developed the ROVER 21hp, which was introduced in 1923 and was ROVER's first six-cylinder model. Unfortunately the car is not very popular, only 3 cars are built.
When he sees the complicated cylinder head designed by [ ⇒ Poppe] for the ROVER 14/45 hp, he quits.

Wilks, Maurice

Maurice Wilks is the brother of [ ⇒ Spencer Wilks] and uncle of [⇒ Spencer King].
He attended Malvern College and worked at General Motors. Later he went to Hillman, where his brother worked, and was a planning engineer there in 1928/1929. In 1929 he came to ROVER with his brother.
He is involved in the "Scarab" project. His wife brings him together with [⇒ Frank Whittle]; he ensures that ROVER enters into gas turbine technology.
From 1931 to 1957 he is the chief engineer of ROVER.
In 1950, he was appointed to the board of directors - for the first time at ROVER, a man of technology joined the illustrious board.
He develops the idea of a "Road Rover", the prototype of which is called "Greenhouse".
In 1962 he succeeds his brother Spencer as chairman of the board. He dies on the night of September 8th to 9th, 1963.

Wilks, Peter

Peter Wilks was born in 1920 and is a nephew of [ ⇒ Spencer King].
He is an apprentice at Alfred Herbert Ltd in Coventry and does five years of military service.
1950 he founds together with [⇒ George Mackie] the company Wilks and Mackie, later Marauder. They want to build sporty cars based on P4.
Peter Wilks is also involved in the development of the ROVER Special racing car.
From 1952 to 1954 he is the customer service manager at Gethins, then returns to ROVER.
Until 1956 he was production manager of ROVER Gas Turbines Ltd, then he became deputy to the chief engineer [⇒ Robert Boyle]. He decides to build the Range Rover. From 1964 (until 1971) he is Technical Director in the succession of Boyles.
In 1963/64 he is shocked to see the V8 engine "towed" by [⇒ Martin-Hurst]. In 1964, however, he was so convinced by the V8 that he would abandon all projects dealing with the development of five- and six-cylinder engines.
In July 1977 he retires for health reasons. His successor is [⇒ Spencer King].

Wilks, Spencer Bernau

Spencer Bernau Wilks is born in Rickmanworth as the son of wealthy parents. He studied law and participated in the First World War. 1919 he joins Hillman. He marries one of the six Hillman daughters and becomes, with [⇒ John Black], Joint Managing Director.
When Rootes 1928 Hillman bought up, he leaves the company and goes to ROVER, where he initially works as plant manager. On September 3, 1929, he was appointed general manager and succeeded [⇒ Searle].
1930 he conducts unofficial merger talks with [⇒ Siegfried Bettman] and colonel [⇒ Claude Holbrook] from Triumph.
In January 1933, he was appointed executive director.
He hires the Hillman engine designer [⇒ B. H. Thomas] and deals with the "Scarab" project initiated by [⇒ Searle].
Together with his brother [⇒ Maurice] he consolidates ROVER, a company that is suffering from severe problems, by searching through the model jungle and relying on a modular strategy. The result are the series, which are often referred to today as "P1" and "P2".
As in World War II ROVER's factory on Helen Street in Coventry was severely damaged, he rented part of his house in Street Ashton to ROVER. He relinquished 2/3 of his commission in 1941 in the amount of 15,000 pounds.
1950 he appoints his brother Maurice to the board of directors.
1954/55 he conducts with [ ⇒ Alick Dick], the successor of colonel [⇒ Holbrook], again fusion talks with Triumph. The talks failed, as did the talks that took place in 1959.
1957 he becomes, in succession [ ⇒ Boyles], chairman of ROVER.
In 1962 he left the company, but remained on the Management Board. He lives very much withdrawn on his retirement home on the island of Islay.
In 1964 he introduced the "P6" with the V8 engine at a board meeting and is completely enthusiastic.
1967 Spencer Wilks becomes honorary president for life after the merger with Leyland. He dies in 1971.
 
About Spencer Bernau Wilks, who was so successful in managing the fortunes of ROVER for over a quarter of a century, it is said:
"He was almost too friendly, generous and helpful. He never lost his incredible calmness in times of crisis."

Wight, Bernard

Bernard Wight - also Wright in other sources - is the technical director at ROVER. He persuaded the board of directors to use the Knight sliding valve motor manufactured by Daimler (Coventry) under licence.
1907 he draws the ROVER "15".

Wyley, Colonel W. F.

Colonel W. F. Wyley has been director of ROVER since 1907, and chairman since 1909. In the 1920s he designed the engine of the ROVER "10".
After the "shareholder uprising" in 1928, he resigns and retires.