J40 Toy
Car
A big thank you to David
Whyley for the information on the J40
How did the J40 come to be
produced?
It was in 1943 that
Parliament passed an act that recognised that many miners were been
struck down with what the miners called "The Dust"
(pneumoconiosis’s). The Government decided to encourage employers
to give ex-miners employment. Leonard Lord had taken this to heart
and decided that those (in this case South Wales miners) who had
been cut down by this respiratory condition could still earn a
wage. It was stated that in 1945 there were over 5,000 miners
suffering from this disease. The plan was that they would build a
Toy Pedal Car based on the current models. To keep the cost down,
it would use metal off-cuts.
It was Leonard Lord, Chairman of the Austin Motor Co who in April
1946 summoned Rod Phillips who was an Artist attached with the Post
War Planning whose brief was to look into the future of how the
factory would look in the Post War period. He was joined by Jim
Blake who had joined him after serving in the war, (it was a
government directive that for person who was employed before the
war, his employer would have to offer them their old job back on
returning to civilian life.
Both Rod and Jim had no experience of body design and the tooling
needed. This is where a third member Alf Ash joined the team who
had the expertise.
The team were given a disused workshop in South Works in which to
set up a design office and experimental build. So it was down to
looking at the specification.
a) Suitable for children in
the age range four to nine.
b) Must be able to have room in the front for a smaller brother or
sister.
c) Bonnet and boot to open.
d) Lights that work along with a dummy engine
So starting from the
bottom, the first think was to look at what was the smallest tyres
available. This turn out to be Dunlop 12 inch cord tyres which were
fitted on 8 inch wheels. The body had to mirror the range of full
size models with the alligator bonnets, chrome grilles along with
the characteristic headlamps.
Producing a full size car is easy as all the tools and processes
are in place. The main problem, how do you produce a car for
children, so it was necessary to take measurements of a child. Alf
Ash was the only one of the team of three who had children, so his
eight years child Marcia was measured that very night. From these
measurements next day a full size 2D template was made. Now the
engineering drawing could be worked on.
Leonard Lord who started the ball rolling made frequent visits to
the workshop to see how things were progressing. He often made
suggestions which were not always taken up. The launch date which
had been planned for the Austin Progress Convention in June was
getting closer, so it was decided that more staff were needed. This
hole was plugged when two sheet-metal workers joined the team. The
next thing was to design the facia, which had two dials, one the
speedometer and the other split into three, Fuel, Oil pressure and
Ammeter. An engraved plate said ‘This Car was built In The Austin
Works By Disabled Men.’ This statement was incorrect as the cars
would not be made at Longbridge.
The seats were constructed
on a plywood frame to which springs were attached. This was then
covered by brown leather-cloth then the full length pleats were
stuffed with horse hair. This work was carried out in the trim
shop.
Various other items were needed before the Pedal Car was ready to
show to the public. A final coat of deep maroon paint was applied,
a colour suggested by George Harriman.
So what was still missing, a number plate, but what shall we call
the car? Although various suggestion were put forward, at the end
of the day, Leonard Lord finally came up with JOY 1, because he
said “This car is going to give joy to many
children”
Photo call for
Marcia in Joy 1
The next stage was to take
the official works photographs, so the services of Alf’s daughter
Marcia was needed yet again.
I referred to the Austin Progress Convention earlier, this was a
mile stone in the history of The Austin Motor Company celebrating
the One Million Car (Austin 16) produced at Longbridge, the date 25
June 1946. As Leonard Lord was coming to the end of his speech
about the achievements made by the company over the 41 years, he
said “ I have a little surprise”, where upon he unveiled JOY 1 and
then went on to explain to the guests where they would be
made.
Longbridge Old
Showroom
So now it was on to the
next prototype, JOY 2, this had to be made a lot lighter and be
capable of being manufactured. Various changes were made, the main
one was to improve the pedal system, by converting from bicycle
motion to the forward backward system. With these changes made, the
car was loaned out to management families to see how it would cope
with the real world of children.
The next chapter was to look at a complete change of direction. Jim
Blake decided it would be nice to build a model based on the
pre-war Twin-Cam racers, so from memory (no pictures available) the
project was started and called Joy III. A lot of the mechanical
components could be used, the wheels were the same, but instead of
the large hub caps a Austin 8 petrol filler cap was used. As it was
a single-seater it was necessary to reduce both track measurements,
with the rear shorter than the front. It was finished in white with
red wheels and trim and brown leather straps holding the engine
cover in place, a decal displaying the number 3 giving it a racing
image and also showing that it was the third prototype
made.
JOY III
(Pathfinder)
It was at this junction
that the team moved from South Works to East Works, known to most
of the workforce as the Aero Factory, into a new workshop which
they christened Joy Car Department East Works. It was around this
point that George Harriman, Works Manager asked Jim to take JOY III
down to Selfridges in London to find out first hand if they would
be willing to sell them.
Unknown to the team the Austin Experimental Department had been
given the task of producing a wooden mock up of a pedal car, using
the rear end of JOY 1. The front end would be based on the A40
Devon which had not been announced yet. Jim’s first reactions on
seeing the model, “was we will never sell that, it's a
monster”.
It was time to start on the next phase, JOY IV which would have a
front end like the new A40 Devon. This meant that they needed
access to the full size drawings, which were not forthcoming, but
were allowed drawings of the Devon grille.
Although having seen the full size prototype, it was a case of
memorising what they saw and transferring it on to the JOY
IV.
Soon it was time to show it to management, so an appointment with
George Harriman was arranged. The unveiling ceremony was well
received, its metallic blue body must have looked quite stunning
along with the light fawn leather trim.
B/W Photo
Re-coloured
Production Stage
Leonard Lord had got his
concept made, so the small team was disbanded and no further
prototypes were made. Jim Blaikie job now was to get new members
for this team who could turn the two prototypes into a production
model. The first task was to break down the body into separate
panels that could be pressed out and then spot welded together. It
was now that tooling and production of JOY III & JOY IV had to
take place. It was around this time it was decided to call JOY III
by the name Pathfinder and JOY IV would now be called JOY 40, this
was soon changed to J40, with the J standing for Junior.
The tooling was ordered for both models, it was then that various
supplier’s, such as Dunlop and Lucas were asked to quote. One
interesting contract was with Champion to supply sparking plugs
which were actually faulty, so they probably came free. Every item
would have to receive a part number, with some parts common to both
models, like wheels and tyres.
Although the original idea was to use up scrap sheet metal from
Longbridge, this was only possible for small parts, the larger
panels would be produced from fresh steel strip. The Government
were willing to pay for a new factory, so it was decided to build
the factory at Bargoed in Wales. To set the factory up second hand
presses a total of nine were send down from Longbridge. The Body
Sides needed a larger capacity press and so these panels were
pressed in West Works Longbridge.
Whilst this was going on the prototype team were disbanded, each
one going back to their original jobs, Jim Blaikie actually leaving
the Company in the early part of 1949.
Official Opening on July
1949
Junior Car
Factory Bargoed
Setting up the
factory
The factory in Bargoed was starting to take shape, and covered an
area of 24,500 sq ft. This included a production area along with
stores, offices and canteen. Although the Government funded the
factory through the Board of Trade, Austin still had to pay rates,
but this was reduced to 50% because only disabled staff were being
employed on the production side. It was decided to get the plant up
and running by Christmas 1948, in fact things were slipping badly
and the factory was not finished till January 1949, with a manager
installed and various staff from Longbridge arriving to install the
necessary equipment. One interesting piece of new equipment was a
process supplied by Carrier Engineering for the preparation prior
to painting of the bodies. The process was called Rotodip which the
company were hoping to get Austin to installed at Longbridge. The
process involves putting the welded body on to a shaft that rotates
as it goes through baths of metal preparation chemicals. The
management at Longbridge must have been impressed as the process
was later installed in West Works.
A40 Farina's going through
the Rotodip in West Works
One of the men who came from Longbridge at the start of the project
is factory foreman, Mr T Gilbert who had been a sheet-metal worker
in West Works. 'It's a great thing for these men to have a job.
I've had men here who had been unemployed for five or six years.
This place does a lot for their morale. None of them know anything
about the work here when they arrive, but they are keen to learn,
settle down quickly and do a very good job.' In the beginning some
40 or 50 men started production and by early 1951 this had almost
doubled.
An up to-date medical centre was essential for the work force who
would be employed, and staffed with a nurse and a part time Doctor.
Twice a year the hospital in Cardiff would send a team along with a
mobile X-Ray machine, to check on the workforce.
All in line
just waiting for the wheels
It was decided in the early
stages to make the Pathfinder version first, the main reason for
this is that the main body was only two pressings, and these were
being made at Longbridge. With less parts than the saloon version
it was easier to bring it out first. The first public advert for
the cars was by Selfridges in June 1949 although the company had
contacted their dealers in mid May stating that “Delivery of
Pathfinders will commence almost immediately, and the ‘Joy
Roadster’ will be in production in about three months time.”
Supplies were slowly being built up, ready for the official opening
of the Factory in July 1949. The press were quite intrigued by the
cars and gave the company much valuable publicity, although I don’t
think there were any free samples given away. It appears that the
Pathfinder was joined by the Roadster at the end of 1949, which was
just right for the Christmas period. The cost of the Pathfinder was
£25. 4s with the Roadster at £20. Production figures for the two
models are unknown, as no figures were kept before 1955.
In the early years the workforce was around the 110 mark, but in
1953 suddenly increased to just under 150. From then on it rose
nearly every year until it reached a peak in 1965 employing 514.
The reason for this increase was that over the years the factory
had the presses and welding equipment to produce other small
components needed by other factories in the BMC empire. Parts such
as rocker covers, timing covers and number plates were the main
items.
The miners having worked in different pits, were now doing work
that meant learning new skills. It must have been quite alien
working in a factory, if you had only ever worked in a mine. One
thing that some found hard to except were the hours starting at 8
am and finishing at 5 pm, because they were used to working from 6
am to 2 pm.
It was on the 12 January 1962 when disaster hit the factory, the
night shift around 10pm were aware of the smell of gas and reported
it to the foreman. Minutes later there was a loud bang and the
whole roof was blown off in the paint section. A temporary
partition was erected closing off the paint section so that the
rest of the factory could continue. Although the workforce were
shaken no injuries were recorded, and everyone carried on, as there
were orders to get out even though it was very cold.
In late 1962 an additional factory unit was built to produce the
door pockets for Mini and 1100 models. But in 1971 it was decided
to close it down because the glue been used was affecting the
health of the workers.
On the 15 September 1971 the last of the Joy Cars were made, all of
them going to UK customers. At this point the production total from
1955 to 1971 was 32,098. It is believed that the figure from 1949
to 1955 was about 1,500 Joy 40 and over 3,100
Pathfinders.
Assemble
Process
As stated earlier, the
Pathfinders were the first to go into production. The main
components were the body, trim, front and rear axles, pedal
assemblies and wheels and tyres.
With the Pathfinder it only had two main pressings which were
supplied from Longbridge. The pressings were spot welded together
along with the facia and seat panels. As you can see from the
picture below, after having a pre-treatment via the Rotodip and
primer it passed to the paint spray booth. It would be hand sprayed
and as can be seen in the picture the bonnet travelled separately.
They were available in Cream with Red Trim and also Wheels and
Grille, the other option was Red body with Beige/Tan Trim and
Silver/White wheels and grille.
Paint
Department
Assembly of the
Pedal Mechanism
This shows assembly of the
various items, including the parking brake which when operated
pulls a band round a drum on the rear axle. The body is supported
by a jig.
Welding
Line
Here we see
both Pathfinder and Saloons
Assembly of the
saloon on jigs which could be turned over to work on the
underside
Packing the J
40 for export
Minister of
Labour, Lord Monkton on the left visiting the factory along with
Austin chairman Leonard Lord. 
Photo call for
the last one made
You’re never too early to
start
_______________
Bargoed
Small Pressing
When the first ex-miners started work at
Bargoed, the Austin Joy Car was the sole production item. But over
time the factory has assumed an increasingly important role within
BMC. The small factory is responsible for the production of
valve-rocker cover and timing-chain cases for all the ‘A’ and ‘B’
series engines. The monthly production of these two components has
risen over the years and now averages 43,000 of each component
although recently a record of 69,000 was set up. ‘These two small,
but vital, engine components are the major part of our production,’
said Mr J A Hudson. In addition 16,000 number plates of all types
for vehicles ranging from the Mini to commercials, and 8,000 fans.
Other components including such things as dynamo brackets,
petrol-tank straps and crankcase covers.
Another range of products produced were seats for commercial
vehicles, the A35 and the half-ton vans plus KD seats – and tilt
covers for the the Mini pick-up. Other small items made in this
department include battery straps and door check straps, this
diversity of products emerges from one building. The single storey
structure with a production area of some 11,000 square feet
accommodates a press section, tinning section, welding section,
paint shop,, upholstery and trim department, and the assembly area
for the pedal-cars.
All age groups are represented in the factory although the average
is high. ‘The men come here with no previous experience and our
biggest training session is on trim. It is a terrific change for a
man, used to hewing coal for perhaps 40 years, to start handling
cotton and a sewing machine,’ said Mr Hudson. These men are very
adaptable and, what is perhaps more important, always anxious to
learn because they are keen to work. In this part of Wales
unemployment is still a very real problem, particularly for men
suffering from this disease. They must do fairly light work which
imposes a strict limit on the sort of jobs they can
do.
In January 1962 a powerful explosion in
the paint plant injured 16 workers and ripped off nearly half of
the factory roof. A temporary partition was
erected closing off the paint section so that the rest of the
factory could continue. Although the workforce were shaken no
injuries were recorded, and everyone carried on, as there were
orders to get out even though it was very cold.
By eight the following morning senior engineers were there from
Birmingham to put the damage right as soon as possible’ said Mr
Hudson ‘apart from some of the painting, we were back to full
production within a week. ‘The biggest single factor in this quick
recovery was the co-operation of the men, they worked under adverse
conditions and were just as anxious as we were to see the factory
once again getting back to normal.’
Although the factory
stopped making the J40 in 1971 it did continue to produce small
metal pressings for Longbridge under Austin Rover and then for
Rover Group, but closed down on the 30 April
1999.
__________________________
The Pedal Cars were also used mainly at fair grounds
This shows a ride that was
built in 1955 by Hayes Fabrications of London, it includes 10 cars
that are connected together to form a train. Number one and number
six cars have a 110 Volt electric motor driving the rear wheels.
This actual ride was restored to its former glory by John
Carter.
GENERAL
SPECIFICATION:-
Treadle operation with
pedals adjustable for leg reach. Drive taken through right-hand
rear wheel only to give differential action. Three position
adjustable handbrake, operating asbestos lined brakes. Pressed
steel hubs revolving on roller bearings. Pressed steel wheels
fitted with Dunlop 12.5in x 2.5in pneumatic tyres. Spring spoke
steering wheel with easy direct action. Pressed steel bodywork with
felt-padded seating and leather cloth upholstery. Dummy OHV engine
complete with sparking plugs and leads, under bonnet. Chromium
bumpers front and rear. Brilliant overall finish. Two 4.5 volt
batteries to operate horn and twin build-in
headlamps.
DIMENSIONS
Length 5ft 3in
Width 2ft 3.5in
Height 1ft 10in
Weight 95 lbs
J40s used in
Salzburg training scheme
All lined up in
Toronto's Safety Village
On 9 July 1955 Longbridge
celebrated its Golden Jubilee.
Here we see the winner of the final race, whose prize was to keep
the car he drove.
Special J40
present to Prince Charles (1952)
Note the various extras: windscreen, wing mirrors, number plate,
side lights & spot light.
Imported into
Argentina around the end of the 1940s.
_______________
A Small Boy's Dream, Cuba 1958
In 1958 in Havana Cuba, (prior to the
communist coup) there was a huge (4 stories high) and prestigious
department store named "El Encanto" that had a whole floor devoted
to toys. I was 8 year old at the time and my mom used to leave me
at the toy floor while she shopped in the other floors. This
happened at least every other Saturday afternoon.
Naturally during my visits I kept close tabs on anything new that I
would like my parents to buy for me.
One day I
discovered there was this beautiful Austin pedal car, complete with
headlights, horn and a boot. It even had a key to turn on the
electrical system. I was besides myself, and started looking for
the price tag and found it hanging from the steering. The price, if
I remember correctly, was $300. (I can close my eyes now and still
recall it perfectly in every detail).
At the time cuban
pesos had the same value as the US dollar. Needless to say, I knew
right then this would not be an easy task to sell to my parents,
who usually shunned extravagant excesses like this. A real used car
could sell for just as much.
I fruitlessly spent months trying to persuade my dad to buy it for
me, but then one day he surprised me with another car he bought for
me. It was an ugly contraption with a "modern" american style
fibreglass body, (almost like a corvette).....but it had an
important difference. It was not as nice or sophisticated as the
Austin but it had a real engine ! ...Yes an engine from a
lawnmower. These were made in Miami and were brought over to Havana
by the hundreds.
The Austin was light green, my contraption was red. I hated red,
but I became the most popular kid in my block by virtue of my red
car with its gas engine.
In 1960 the beautiful department store was torched and destroyed by
the communists in order to blame the US for "sabotage".
The Austin was still there the day of the
fire.
I have never forgot that Austin.
Cordially,
Alfred.