Victor Gauntlett
Discussion
Sense of humour bypass? 
I know who Victor Gauntlett is n00b, he bought out AML in the 80's (he was head of Pace Petroleum at the time) along with C.H. Industrials, a public Company chaired by Tim Hearley. Although, both had in fact joined the board the previous year.
Oh, and if we're getting pedantic, a 'luddite' is derived from Ned Ludd, who was a workman in 19th century England. He and others destroyed labour saving machinery as a protest. Hence the term Luddite has come to represent anyone who is opposed to technological progress, especially those who resort to violence to illustrate their point.
So nerr-nerrr ne nerr
PPS. Sad loss
>> Edited by Stig on Wednesday 2nd April 10:40
>> Edited by Stig on Wednesday 2nd April 10:41
I know who Victor Gauntlett is n00b, he bought out AML in the 80's (he was head of Pace Petroleum at the time) along with C.H. Industrials, a public Company chaired by Tim Hearley. Although, both had in fact joined the board the previous year.
Oh, and if we're getting pedantic, a 'luddite' is derived from Ned Ludd, who was a workman in 19th century England. He and others destroyed labour saving machinery as a protest. Hence the term Luddite has come to represent anyone who is opposed to technological progress, especially those who resort to violence to illustrate their point.
So nerr-nerrr ne nerr
PPS. Sad loss
>> Edited by Stig on Wednesday 2nd April 10:40
>> Edited by Stig on Wednesday 2nd April 10:41
Sorry Stig but I was also joking, hence the
Stig said: Sense of humour bypass?
I know who Victor Gauntlett is n00b, he bought out AML in the 80's (he was head of Pace Petroleum at the time) along with C.H. Industrials, a public Company chaired by Tim Hearley. Although, both had in fact joined the board the previous year.
Oh, and if we're getting pedantic, a 'luddite' is derived from Ned Ludd, who was a workman in 19th century England. He and others destroyed labour saving machinery as a protest. Hence the term Luddite has come to represent anyone who is opposed to technological progress, especially those who resort to violence to illustrate their point.
So nerr-nerrr ne nerr
PPS. Sad loss
and yes I am fully aware of who and what a Luddite is, hence the capital L. Rich... p.s. What's a nOOb ???
Rest in peace.
Absolute Anachranism, absolute hero. He saved Aston (more then once) with the V8 Zagato, and Virage. He helped to convince Walter haynes to buy Aston (for Ford).
A real one off. We shall not see his like again. Too "english" for todays world.
What a shame. No-one else could sum up the Vanquich in two words like him:
Bloody marvoulous.
Rest in peace.
I met him only once, but it was enough.
Absolute Anachranism, absolute hero. He saved Aston (more then once) with the V8 Zagato, and Virage. He helped to convince Walter haynes to buy Aston (for Ford).
A real one off. We shall not see his like again. Too "english" for todays world.
What a shame. No-one else could sum up the Vanquich in two words like him:
Bloody marvoulous.
Rest in peace.
I met him only once, but it was enough.
Apologies for the length of this post but he did a lot in his lifetime:
Victor Gauntlett
(Filed: 02/04/2003)
Victor Gauntlett, the entrepreneur who died suddenly on Monday aged 60, came to public prominence as the head of Aston Martin in the 1980s.
A shrewd and charismatic businessman, Gauntlett made his money in the petrochemicals industry, allowing him to indulge the two great passions of his life: motor cars and aviation. He once described himself as "half overgrown schoolboy, half hard-nosed businessman"; but he was above all a patriot, in the sense that he took enormous pride in what he saw as the best in British craftsmanship and engineering; and for him, Aston Martin epitomised this excellence.
He once declared of his role in making cars: "I feel I am more akin to the high class jewellery business or a famous art gallery than anything else."
When, in April 1980, Gauntlett put £500,000 into Aston Martin Lagonda (representing a 10 per cent stake), Aston Martin's reputation seemed to exceed its capacity for making profits. The company was cash-starved with a prestige product, and faced an uncertain future.
This did not deter Gauntlett who, in 1981, became executive chairman, having bought the company (with CH Industrials) from an Anglo-American consortium headed by Alan Curtis and Peter Sprague, chairman of an American computer company; the Curtis-Sprague consortium had bought the company for £1 million from the Receiver in June 1975.
When he took over Aston Martin, Gauntlett said: "I wouldn't be going into it unless I thought there was money to be made. I am quite convinced there is a niche for a high quality product. There will always be the people who want the super-duper."
The factory at Newport Pagnell was employing 360 people producing 3 and a half cars a week. Lagondas sold at £49,993; the Aston Martins ranged in price from £34,498 to £42,499. By the end of 1981, weekly output had increased to four cars.
Throughout the 1980s, Gauntlett was supported by the Greek shipping family of Livanos, which backed Aston Martin financially. Production at Newport Pagnell continued to improve, with the factory managing to build about four and a half luxury sports cars a week. However, times were not easy: in October 1984, 60 members of the workforce at Newport Pagnell were made redundant.
Meanwhile, Gauntlett resurrected Aston Martin's former collaboration with Zagato, also buying a controlling interest in the Italian styling house. As a result, in the 1980s Aston Martin sold 52 Vantage Zagato coupes, at £86,000 each, and a further 35 dropheads. ("Working with Italians," he later said wryly, "was an interesting experience.") He also oversaw the introduction of the Aston Martin Virage - the first all-new Aston Martin for 20 years.
In 1982 a privately-entered Aston Martin Nimrod had finished seventh in the Le Mans 24-hour race, to Gauntlett's delight. Seven years later he sent Aston Martin back to the race with an official works team, which gained a creditable 11th place.
Unfortunately, in the following year the Aston Martin sports car racing team was disbanded, Gauntlett explaining: "We are sorry, but our decision became inevitable … We were seriously over budget last season, and would be again this year."
Gauntlett was once asked: "How can you make a small fortune out of Aston Martin?" His reply was, "Start with a big one". And it was clear to him, as the decade progressed, that he was unable to provide the financial resources to develop a product range capable of keeping the company afloat.
He therefore decided, in 1987, to sell out to Ford, a decision which many believe ensured Aston Martin's survival. It was Gauntlett's achievement that he had moulded Aston Martin into a concern that could be of interest to a major company such as Ford. Nor did this new arrangement mark the end of Gauntlett's association with Aston Martin: he stayed on as chairman until 1991.
Malcolm Victor Gauntlett was born in Surrey on May 20 1942. After attending St Marylebone Grammar School, he took a short service commission in the RAF, where he underwent pilot training. This was the start of a lifelong affair with aviation.
After leaving the RAF, Gauntlett decided to make a career in the petrochemicals industry. In 1963 he joined British Petroleum, moving in 1967 to Compagnie Française des Petroles, the parent company of Total.
Five years later he founded his own independent oil company, Pace Petroleum, of which he was managing director from 1972 to 1979, and chairman from 1979 to 1983. By 1980 Gauntlett had created one of Britain's biggest independent petrol suppliers, delivering to more than 450 garages in the South West. In 1983 he sold Pace Petroleum to the Kuwait Investment Office.
Even after devoting himself to Aston Martin, Gauntlett remained involved in the oil business. In 1988 he founded another company, Proteus Petroleum, which in 1995 was voted UK Oil Company of the Year; three years later, in 1998, he sold the business to Texaco, but remained chairman until 2000.
Last year he was appointed chairman of Automotive Technik Holdings, based at Guildford in Surrey, manufacturers of the Pinzgauer military all-terrain vehicle.
Among those who worked for him, Gauntlett was universally known as "MVG". An ebullient character, he was regarded as an inspirational leader, who worked extremely hard yet also had a great capacity for enjoying life.
He had a strong interest in classic and vintage cars, especially the Bentley marque. He owned several Bentleys and some classic Aston Martins. He enjoyed racing Bentleys in club events, and owned a 4.5 litre "blower" Bentley which, before the Second World War, had lapped Brooklands in the hands of Tim Birkin at 104mph.
His other great interest was in aviation. He part-owned, at various times, a number of aircraft, including a De Havilland Rapide biplane, a Dove and a Mk1 Spitfire.
Gauntlett was a generous supporter of many charities. He was a long-standing council member of The Air League, which promotes all aspects of British aviation, and had been due to assume The League's chairmanship in June. He was a trustee of the National Motor Museum at Beaulieu, and of the Museum of Army Flying at Middle Wallop.
He was a fund-raiser for the Brooklands Museum. He was also a trustee of the RAF Museum, chairman of its fund-raising committee, and a trustee of the Maritime Air Trust.
He was appointed Honorary Air Commodore of No 4624 Squadron of the RAuxAF.
He was a Freeman of the City of London, and, in September last year, was appointed Master of the Worshipful Company of Coachmakers and Coach Harness Makers, which he had joined in 1984.
Victor Gauntlett died after enjoying a trip to Dublin to watch England winning the Six Nations' Grand Slam. He is survived by his wife Jean, whom he married in 1966, and by their daughter and three sons.
Victor Gauntlett
(Filed: 02/04/2003)
Victor Gauntlett, the entrepreneur who died suddenly on Monday aged 60, came to public prominence as the head of Aston Martin in the 1980s.
A shrewd and charismatic businessman, Gauntlett made his money in the petrochemicals industry, allowing him to indulge the two great passions of his life: motor cars and aviation. He once described himself as "half overgrown schoolboy, half hard-nosed businessman"; but he was above all a patriot, in the sense that he took enormous pride in what he saw as the best in British craftsmanship and engineering; and for him, Aston Martin epitomised this excellence.
He once declared of his role in making cars: "I feel I am more akin to the high class jewellery business or a famous art gallery than anything else."
When, in April 1980, Gauntlett put £500,000 into Aston Martin Lagonda (representing a 10 per cent stake), Aston Martin's reputation seemed to exceed its capacity for making profits. The company was cash-starved with a prestige product, and faced an uncertain future.
This did not deter Gauntlett who, in 1981, became executive chairman, having bought the company (with CH Industrials) from an Anglo-American consortium headed by Alan Curtis and Peter Sprague, chairman of an American computer company; the Curtis-Sprague consortium had bought the company for £1 million from the Receiver in June 1975.
When he took over Aston Martin, Gauntlett said: "I wouldn't be going into it unless I thought there was money to be made. I am quite convinced there is a niche for a high quality product. There will always be the people who want the super-duper."
The factory at Newport Pagnell was employing 360 people producing 3 and a half cars a week. Lagondas sold at £49,993; the Aston Martins ranged in price from £34,498 to £42,499. By the end of 1981, weekly output had increased to four cars.
Throughout the 1980s, Gauntlett was supported by the Greek shipping family of Livanos, which backed Aston Martin financially. Production at Newport Pagnell continued to improve, with the factory managing to build about four and a half luxury sports cars a week. However, times were not easy: in October 1984, 60 members of the workforce at Newport Pagnell were made redundant.
Meanwhile, Gauntlett resurrected Aston Martin's former collaboration with Zagato, also buying a controlling interest in the Italian styling house. As a result, in the 1980s Aston Martin sold 52 Vantage Zagato coupes, at £86,000 each, and a further 35 dropheads. ("Working with Italians," he later said wryly, "was an interesting experience.") He also oversaw the introduction of the Aston Martin Virage - the first all-new Aston Martin for 20 years.
In 1982 a privately-entered Aston Martin Nimrod had finished seventh in the Le Mans 24-hour race, to Gauntlett's delight. Seven years later he sent Aston Martin back to the race with an official works team, which gained a creditable 11th place.
Unfortunately, in the following year the Aston Martin sports car racing team was disbanded, Gauntlett explaining: "We are sorry, but our decision became inevitable … We were seriously over budget last season, and would be again this year."
Gauntlett was once asked: "How can you make a small fortune out of Aston Martin?" His reply was, "Start with a big one". And it was clear to him, as the decade progressed, that he was unable to provide the financial resources to develop a product range capable of keeping the company afloat.
He therefore decided, in 1987, to sell out to Ford, a decision which many believe ensured Aston Martin's survival. It was Gauntlett's achievement that he had moulded Aston Martin into a concern that could be of interest to a major company such as Ford. Nor did this new arrangement mark the end of Gauntlett's association with Aston Martin: he stayed on as chairman until 1991.
Malcolm Victor Gauntlett was born in Surrey on May 20 1942. After attending St Marylebone Grammar School, he took a short service commission in the RAF, where he underwent pilot training. This was the start of a lifelong affair with aviation.
After leaving the RAF, Gauntlett decided to make a career in the petrochemicals industry. In 1963 he joined British Petroleum, moving in 1967 to Compagnie Française des Petroles, the parent company of Total.
Five years later he founded his own independent oil company, Pace Petroleum, of which he was managing director from 1972 to 1979, and chairman from 1979 to 1983. By 1980 Gauntlett had created one of Britain's biggest independent petrol suppliers, delivering to more than 450 garages in the South West. In 1983 he sold Pace Petroleum to the Kuwait Investment Office.
Even after devoting himself to Aston Martin, Gauntlett remained involved in the oil business. In 1988 he founded another company, Proteus Petroleum, which in 1995 was voted UK Oil Company of the Year; three years later, in 1998, he sold the business to Texaco, but remained chairman until 2000.
Last year he was appointed chairman of Automotive Technik Holdings, based at Guildford in Surrey, manufacturers of the Pinzgauer military all-terrain vehicle.
Among those who worked for him, Gauntlett was universally known as "MVG". An ebullient character, he was regarded as an inspirational leader, who worked extremely hard yet also had a great capacity for enjoying life.
He had a strong interest in classic and vintage cars, especially the Bentley marque. He owned several Bentleys and some classic Aston Martins. He enjoyed racing Bentleys in club events, and owned a 4.5 litre "blower" Bentley which, before the Second World War, had lapped Brooklands in the hands of Tim Birkin at 104mph.
His other great interest was in aviation. He part-owned, at various times, a number of aircraft, including a De Havilland Rapide biplane, a Dove and a Mk1 Spitfire.
Gauntlett was a generous supporter of many charities. He was a long-standing council member of The Air League, which promotes all aspects of British aviation, and had been due to assume The League's chairmanship in June. He was a trustee of the National Motor Museum at Beaulieu, and of the Museum of Army Flying at Middle Wallop.
He was a fund-raiser for the Brooklands Museum. He was also a trustee of the RAF Museum, chairman of its fund-raising committee, and a trustee of the Maritime Air Trust.
He was appointed Honorary Air Commodore of No 4624 Squadron of the RAuxAF.
He was a Freeman of the City of London, and, in September last year, was appointed Master of the Worshipful Company of Coachmakers and Coach Harness Makers, which he had joined in 1984.
Victor Gauntlett died after enjoying a trip to Dublin to watch England winning the Six Nations' Grand Slam. He is survived by his wife Jean, whom he married in 1966, and by their daughter and three sons.
Blooming heck. I just read this in EVO.
My parents sold their house to him a couple of yrs ago. They got a letter from his wife in mid April saying 'I have moved and heres my new address'. she didnt say much and certainly didnt mention his death. So my parents (not knowing he had died - they spend a lot of time in Spain where news is in short supply) just assumed they had separated. So I thought I would confirm when he had died so they can put it all in context etc - glad that Pistonheads had all the answers.
My parents sold their house to him a couple of yrs ago. They got a letter from his wife in mid April saying 'I have moved and heres my new address'. she didnt say much and certainly didnt mention his death. So my parents (not knowing he had died - they spend a lot of time in Spain where news is in short supply) just assumed they had separated. So I thought I would confirm when he had died so they can put it all in context etc - glad that Pistonheads had all the answers.
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