The origins of Commer Commercial vehicles can be traced back to a single invention - a pre-selective gearbox invented by a very talented young engineer called Linley. This design of this gearbox made it possible for drivers with limited experience to change gear without the usual crashing sounds that accompanied changes on the primitive conventional gearboxes of the time. A prototype chain driven 4 ton forward control vehicle of very rudimentary design with iron rims was built in 1903 to test this gearbox.

One Julian Halford saw great potential for sales of trucks fitted with this gearbox and established the Commercial Car Company in Lavender Hill, South London in 1905 to exploit this device. With the design of the gearbox tested and proven, facilities were needed to begin vehicle production. As there was insufficient room at the Lavendar Hill site for large scale truck production, land was acquired in Biscot Road, Luton 33 miles away. This site was to be used for truck production for almost the next 50 years. Production started in 1907 with the chain-driven 30hp 3 ton "RC" Type.

The first live-axle model appeared in 1910, the 30hp "BC" type. By 1912, the range comprised 12 models. With the advent of the Great War, production switched to war materials and 3000 military trucks of various types were built through to 1919, establishing a reputation for toughness and reliability that many later owner / operators would attest to.

After the war, a comprehensive range of vehicles ranging from 2 ton to 10 tons was introduced, but like many other companies after the war, the surplus of war machinery made it very difficult to sell new trucks. The declining fortunes of the company saw it go through spells in receivership before being purchased by the Humber Car Company of Coventry. At this stage the name was changed to Commer Cars and just two years later, both Commer Cars and Humber were absorbed into the Rootes Group.

Since the end of the Great War, the two Rootes brothers, Reginald and William had been building up what was to become the largest motor distribution company in Europe. Reginald had acquired great skills as an administrator after serving with the British Admiralty while William Edward had served his time at Singer Motors and had an uncanny knack as a salesman. While some companies were struggling and closing down, the brothers had ideas as to how a successful motoring empire could be built and went looking for suitable companies to purchase. They acquired an interest in the Hillman Car Company followed shortly after by a similar interest in Humber Ltd., which also included Commer Cars. These firms gave the brothers the opportunity to put their ideas into practice as these companies were failing fast, due to outdated thinking, plant and production methods.

Under the new ownership, the designs were modernized and more mass-production was incorporated. One of the first results was the Invader 2 tonner, powered by the Humber Super Snipe engine. 1929 saw further new models announced including the 3 ton "3PC" and 4-ton "4G" as well as the "2P" passenger chassis which utilized pneumatic tyres. Shortly after came the 7 ton G6 which featured a set-back front axle and 6 cylinder petrol engine as well as the "Invader" light passenger vehicle. The range was extended with the introduction of the 1 and 1/2 ton "Raider". Commer demonstrated its new more innovative approach under Rootes Group when in 1932, it became the first UK builder to offer Perkins diesel engines on its models.

                        1934 Commer Centaur 2 tonner   

1939, the bonneted Q Superpoise series appeared although production had hardly started before the Second World War intervened.

Once again, vehicle production was turned over to war materials and 20,000 vehicles including the "Superpoise" tractor used to haul the R.A.F.'s 60 ft "Queen Mary" aircraft transporters. As well as Humber armoured cars, Commer also built the K series for the Ministry of Supply.

After the war, with the emphasis on getting production underway to enable exporting to raise much needed funds, the pre-war Q Superpoise model was put back into production with minor changes. The lighter versions used the Humber Hawk side-valve 2 litre motor while the heavier 3 and 4 ton models using the 6 cylinder Humber Super Snipe motor.

A restyled version of the Superpoise appeared in 1949 with styling borrowed from the Humber car. Again Commer vehicles were exported to all parts of the planet. Avenger buses, based on the larger Superpoise, were also exported to many countries, helping maintain the Commer reputation for toughness and reliability.

                                The new QX R7 released in 1948

In the later 50s, the bonneted range received a new style cab which was also used on some English Dodge trucks. The beginning of the 60s saw the PA and PB series vans and pick ups being produced, these making great use of the Rootes Group parts bin with many parts incorporated into the vans from the car range. The 'Walk Thru' van was also released to fill a perceived need, developed after extensive research into American designs of general purpose delivery vans of the time.

In 1962, to meet the need for a larger vehicle with more cab space and to compete with newer vehicles like the TK Bedford, also built at Dunstable, a new forward control cab was introduced on the new C(TS 3 engine) and V(Perkins engined) series. With a raising of weight limits in England in 1964, Commer introduced the Maxiload 16 tonner. This looked very similar to the VCs but in reality was quite a different truck with heavier componenty underneath.

Rootes Group were noted as being good employers, with generally harmonious relationships noted amongst the workforce. However, since 1959, there had been ongoing strike problems at British Light Steel Pressings at Acton, London. This was a Rootes subsidiary company acquired in 1938, that produced the steel pressings for most of the Rootes Group vehicles including truck cabs. These Acton strikes continued into the 60s, costing Rootes millions and was the start of the downfall of the Rootes empire. It is interesting to note that these strikes were effectively controlled by 5 men!

The continuing strikes, coupled with huge costs associated with the new Hillman Imp development and the construction of the Linwood plant built especially for the Imp left The Rootes Group in dire financial straits and in 1964, negotiations were successfuly concluded with Chrysler Corporation to take a share of the company. With continuing financial problems, by 1967, Chrysler had taken a controlling interest in Rootes Group.

                TS4 motor on display at Leyland Museum Lancashire

There was also a great deal of rationalization of the Dodge, Karrier and Commer ranges with production now centred on the Dunstable works.

In 1974, the square cabbed Commando range was released and the TS3 was phased out with engine options being the Perkins 6354, the Mercedes OM 358 and in some Northern European countries, a Valmet from Finland, while petrols had the long serving Chrysler LA318 V8. From 1976, in England, Commer vehicles were marketed as Dodges, and the Commer name eventually phased out.

1978, Chrysler UK sold out to PSA Peugeot - Citroen and in 1981, Renault Vehicules Industries took control of the company.

For a more detailed history of Commer and Rootes subsidiaries, I would recommend the excellent book - 'The Commer Story 'by Geoff Caverhill.