South West Lubricants. A Brief History

Above: a circa 1950's Wynn's poster. North America.

Car additives started gaining popularity in the 1950's and 60's. As motoring became more widespread, people looked for ways to improve fuel efficiency and economy. This was especially true of the early 1970's, when the world was plunged into an oil crisis which saw the price of fuel skyrocket (pre-crisis 0.08p per litre to 0.15p per litre in 1974).

In those days cars needed some help. Build quality was inconsistent, engine tolerances were often hit and miss. Oils lacked protection and durability and many cars needed a de-coke every thirty to fifty thousand miles (for those not mechanically minded; the top section (head) of the engine was removed and carbon was removed).

The additives of the 70's were designed to maintain and enhance the qualities of the oil. To make it work better and last longer. Back then oil changes were every three thousand miles. Rising to 6000 miles by the beginning of the 80's.

In 1973 or maybe 1974, Richard, a mechanic in a small seaside town, answered an advert for a job selling additives to the motor trade.

Richard's first company car was a Datsun 120Y, which to anyone under the age of 50, was a small Japanese rust bucket, usually orange. During this period, there were much less cars (15 million. 2024 = over 33 million). The motor trade was not the monster we see today. In fact for franchise garages, the workshop was really an afterthought. With car sales making the lion share of garage profit.

Above: Picture 1. An early 70's Datsun 120Y. Also available as an estate. Picture 2. A late 60's early 70's demo box from Wynn's France (the red cap in the box used to seal an open can. The high point of can design. Picture 3. A brochure diagram often duplicated by competitors.

Things improved in the 80's. Cars became more usable. Creature comforts crept into the mainstream, such as electric windows, power steering and even air-conditioning. In addition, performance took a leap and the hot hatch was born (yes, probably the late 70's. But the explosion of this segment was really the 80's). However, vans still had a long way to go!

By the early 80's, Richard was also selling oils. They were baulky, so he bought a Ford transit (pictured below). However, eventually this part of the business changed and additives became the main business.

Above: Childhood memory: sat in the back with my cousins, driving into town in deep snow for the Christmas sales.

In 1983 Richard's company car was a MK1 Vauxhall Astra GTE. To me (his son), this was a little silver rocket ship. Sorely missed, even when replaced with an Opel Manta.

In 1985 Richard ventured into the safe and reliable world of Volvo (it was a white 240GL estate with blue velour). My street cred at after school pick-up was severely dented.

Above: Picture 1. My childhood hero; Yes, I loved the Countach and the Testarossa, but this was special. picture 2. After the Astra, the Manta just didn't hold my interest. The Blaupunkt stereo and the headlights were pretty cool though. Also quite a tough car; the local garage dropped it tail first off a ramp when it was being serviced! Saved by the tow hitch.

During the 80's, additives evolved to support the 'new' technologies such as fuel injection and the wider use of turbo charged engines. As performance increased and modern conviences became more widespread, Wynn's developed new and old products such as injector cleaner and engine flush to help the longevity of these modern engines. Although Engine Flush was originally produced in the 1950's. It wasn't prominent in the UK until the late 80's to early 90's).

By 1996 I had started working in the business. Richard was driving a Volvo 740SE. It was blue/green and it was now full with boxes of engine flush and diesel injector cleaner. I on the other hand had a very tired VW passat with terrible wiring and a habit of winding down all the windows overnight. Paid for from the sale of my fiesta Turbo.

Above: Picture 1: With dodgy electrics and a gutless 2.0 litre engine. this was my first work car. Picture 2: I couldn't find a photo of our Volvo. If I had, it probably would have had windsurfers on the roof. An awesome truck.

By the end of the 90's we saw the advent of low sulphur diesel. By 2005 it was the law. The result was a increase in engine problems as the new fuel failed to adequately lubricate the fuel system.

Luckily Wynn's was ahead of the game, putitng lubrication in all their diesel fuel additives. Sales of these additives skyrocketed.

By 2003 we were driving the new Volvo V70 with the D5 engine. It was silver(ish) and a real departure from the older wedge cars. It steered very well and the D5 motor had plenty of torque and was great on fuel.

In 2008 Wynn's launched the Aircomatic machine. It was developed to fight bacterial growth in modern air-conditioning systems, which at the time the media called 'sick car syndrome.'

It had an ultrasonic plate which vibrated and converted medical grade antiseptics into a fine vapour. It was very effective, but also popular with the big car manufacturers. Luckily one of them was Volvo!

However, by 2009 the Volvo was too small. The business model had changed and we bought our first VW transporter. With so much extra room, we could carry more stock and work longer days.

By 2010, Wynn's launched a DPF cleaner to combat the next new problem: The blockage of Diesel particulate filters. Drivers making short journeys and causing the filters to block, low quality fuels, a faulty EGR valve, glow plugs, failing turbos or injectors were all causes associated with DPF issues.

By 2012/13 we had taken on the Innotec range. We wanted new products to sell alongside Wynn's and they offered a big range of high quality and very 'demoable' products (if that's a word).

Suddenly we had over 300 extra products. Many of which became very popular. This was also the time we started manufacturing Smart racks for our workshop customers.

Above: Picture 1/2: Early Smart Racks; the left in stainless steel. Right is powder coated mild steel in Wynn's orange.

In 2020, after two more transporters and a nasty pandemic. It was time for a crafter. We racked it out with DIY wooden shelves and most of the time they stayed up! By this time we had taken on a range of workshop gloves and we desperately needed space! The Crafter was a game changer. When I look back I wonder why we'd waited so long.

So here we are in 2025. With over 50 years on the road.

Above: Picture 1: The first crafter. sadly no more after being rear ended in the snow by a VW Touareg.

The Future

Businesses seem to evolve rather than revolutionise. For most of us, life get's in the way and our plans get changed, modified and often forgotten. Personally and I believe, for most of my customers. Business has been tough.

Few start up with business knowledge. We take over an existing business, inheret one or simply get fed up working for someone else, then branch out on our own. We cobble it together and hope that eventually it resembles the right shape.

For me, it's alway been about the relationships and that has been the most satisfying aspect of selling. There are some amazing people in the motor trade. In fact, I would go as far as to say that I am in awe of the kindness and dedication I have seen during my 30 years on the road. The current generation of young mechanics are amazingly polite and interested.

For the future, we will endeavour to offer a solid line of high quality products and a fair reliable service. If anyone has found this mildly interesting. Thank you. If we have provided you with a great product and it has made a job easier, or solved a problem. That's great! I hope we can continue to do so.

All the best,

James.