Noel Macklin had already produced the Eric-Campbell and the Silver Hawk by the time the Invicta put in an appearance in 1925. The intention was to offer a sports car with American flexibility allied to traditional British quality. The Invicta's appeal was undeniable: low lines, handsome square radiator and bonnet with rivets clearly visible. Though the prototypes were fitted with 2.5 litre Coventry-Climax six-cylinder engines, production cars used the Meadows ohv 2.6 litre six which produced the right performance. The project was financed by Oliver Lyle (of Tate and Lyle fame) and Earl Fitzwilliam, previously of Sheffield-Simplex. Engine capacity was increased to 3 litres in 1926 and to 4.5 litres in l928, by which time the Meadows engine had been coaxed to deliver 100bhp. Later, in 1930, the 4 litre became available in two types: the high chassis and the graceful low chassis "l00mph" car with underslung chassis. Unfortunately, a win by Donald Healey in the 1931 Monte Carlo Rally and success in the Alpine Trial came at the height of the Depression and production tailed off, almost ceasing in 1935. This was not before efforts had been made to offer a more popular confection: the 1932 12/45 with an ohc Blackburne 1.5 litre engine. A supercharged version, the 12/90, was announced the following year, though it achieved little success. Meanwhile Macklin had become involved with the Railton project and sold out to Earl Fitzwilliam: three new Invictas were announced for 1938, but these cars were nothing more than re-bodied Darracqs and the project was still-born. The Invicta name was revived after World War Two, the Black Prince model being designed by W. G. Watson, who had been responsible for the original Invicta of the 1920s. The new car was a vehicle of some complexity. The engine, based on a Meadows industrial unit, was a dohc camshaft 3 litre. Power was transmitted by a Brockhouse hydraulic torque converter (there being no gearbox). All-independent suspension by torsion bars was featured. The whole package was offered at £3000, though by the time production ceased in 1949 the price had spiralled to nearly £4000. The remaining spares were purchased by AFN Ltd. on the collapse of the enterprise. ©VEA
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