Austin

US, 1901 – 1921

Austin Automobile Co, Grand Rapids, Mich.

The early American Austin was known as The Highway King. Despite an output of 50 or less units per year, it was something of a pioneer in a number of ways. The 1902 2-cylinder Austin models were much larger than most contemporary makes and for several years, although colours were optional, most of these big Austin cars for sale were painted either white with tan trim or light brown. By 1911, the Austin cars were equipped with electric lights and left-hand steering. Two years later, Austins featured a highly successful two-speed axle, with wheel-base up to 11ft 10in. After 1915, this Austin company attempted to market smaller and cheaper cars and also introduced a 12-cylinder model in 1917 which was produced until the firm ceased operations. About 1000 cars were made altogether.

GB, 1906 to date

(1) Austin-Motor Co Ltd, Longbridge, Birmingham, 1906 – 1970

(2) Austin-Morris Division, British Leyland Motor Corporation Ltd, Longbridge, Birmingham, 1970 to date

Herbert Austin resigned from the general managership of Wolseley in 1905, and formed his own company: Austin-Motor Co Ltd. Austin did not, however, pursue the development of the horizontal engine, but switched to more conventional designs using sv in-line units with T-heads, separately-cast cylinders and chain drive, first supplemented and then supplanted by shaft-driven cars. Most Austins of the pre-1914 period, were fours, though sixes were marketed from 1908 to 1913, the Austin 60hp being a really big machine of 9.7 litres’ capacity. There was also an Austin 1100cc single for sale in the 1909-1911 period, but this was really a Swift distinguishable only from the Coventry company’s version by its radiator. In 1909 Austin marketed a 15hp 4-cylinder town carriage with cab-over-engine layout at £475; at this time they were also making Gladiators for the British market. In 1910 a 1.6-litre 4-cylinder Austin Ten was made for export only, being introduced to the home market the following year. In 1914, when Austin became a public company, three 4-cylinder Austin models were listed, the largest, a Austin 30 of nearly 6-litres’ capacity, having electric lighting and starting.

After World War 1, Austin tried a one-model policy with a 3.6-litre Monobloc sv 4-cylinder Austin Twenty; the price had to be raised from £495 to £695 during the first year of production, which landed Austin in the hands of the official receiver, though the Austin Twenty car proved a great success and was made and for sale until 1929. Despite financial troubles, however, the Austin company came up in 1921 with their second great vintage design, the 1661cc Austin Twelve, one of the hardest-wearing machines of all time.

Enlarged to 1.9-litres in 1927, it remained in the Austin-catalogue, always with magneto ignition, right up to 1936, and survived in production as a taxicab into the 1940s. Finally, 1922 saw the Austin Seven for sale, one of the greatest of all baby cars; it gave 13bhp from 747cc, killed the cyclecar and boasted 4-wheel brakes, though these were not coupled until late 1930. The pedal worked the front ones and the lever the rear. By 1929, an Austin Seven supercharged sports version had 32bhp, still with a 2-bearing crankshaft; the 3-bearing crankshaft came out with the 1937 Austin Seven models. The Seven was extensively raced by the Austin works; among its countless successes were a third place in the 1929 TT, and a win in the 1930 B.R.D.C. 500-Mile Race at Brooklands. Its descendants were legion; the Austin Seven was made in Germany by Dixi and their successors BMW; In France by Rosengart, In Japan by Datsun and in the USA by the American Austin Co. Even after production ceased at Longbridge at the end of 1938, manufacture of the engine was taken over by Reliant and continued up to 1962.

6-cylinder Austin cars reappeared in the range in 1927 with a 3.4-litre Austin Twenty for sale, usually found with limousine bodywork, followed by a 2 ¼-litre coil-ignition Austin Sixteen for sale in 1928. A less successful 1 ½-litre Austin Six was introduced in 1931, but Austin found another winner in the 1.1-litre Austin Ten for sale in 1932, which was made until 1947. In 1934 the company offered a choice of over 50 models – the Austin Seven, the Austin Ten, a 1 ½-litre Light Austin 12/4, the old Austin Twelve and five Austin Sixes from 1496cc to 3400cc – not to mention semisports versions of some of the smaller Austin cars. Synchromesh was now standard, with the option of the American Hayes automatic gearbox on 16 and 18hp models only. In 1936 the Austin company sponsored a team of three short-stroke twin ohc 750cc supercharged Austin racing cars designed by Murray Jamieson, which had nothing in common with the ordinary Seven except for the transverse-leaf front suspension. Their engines developed 116bhp at 9000rpm and they were raced until the outbreak of World War 2.

Austin styling received a face-lift in 1937, and again in 1939 when alligator bonnets came in with the 900cc 8hp which replaced the Austin Seven, but the image remained the same – solid and well-furnished cars of great durability appealing to the more conservative type of owner. Girling mechanical brakes were used. The first sign of a more progressive attitude came in 1945, when a 2.2-litre ohv 4-cylinder Austin Sixteen came out using the chassis and body of the 1940 Austin Twelve; this proved quite as durable as the famous Austins of the 1920s, and the engine was still being used in taxis and the 4x4 Gipsy in 1967. Coil and wishbone independent front suspension appeared in 1947 on the luxurious and traditionally-styled ohv 4-litre 6-cylinder Austin Sheerline and Austin Princess, and these were followed by the 1.2-litre Austin A40 Dorset and Austin Devon saloons with overhead valves and independently sprung at the front, which did well in America and helped Austin to sell over 85.000 cars in 1928. A further bid for dollar exports came with the big 4-cylinder Austin A90 power-top convertible – successful long-distance record work at Indianapolis failed to attract many buyers, though the engine had a long run in the first Austin-Healeys.

Austin merged with Morris to form the British Motor Corporation in 1952, when there appeared their first unitary-construction car, the 803cc Austin A30. The Healey sports car came under Austin’s aegis that year, and in 1954 Austin-Healeyy started to make the little Metropolitan coupés and convertibles for Nash. In style these were Nash Airflytes in miniature, with 3-speed gearboxes. They were powered initially by the Austin A40 engine and later by the 1 ½-litre Austin A50. Production continued until 1961. From 1955 onwards all Austins save the 4-litre models had unitary construction, new models that year being the Austin Cambridge with A40 and A50 engines, and the 2.6-litre 6-cylinder Austin Westminster. The big Austin Princess saloon went over to automatic transmission in 1957, and these Vanden Plas-bodied models subsequently (in 1960) became a make in their own right, under the name of Vanden Plas Princess. In 1959 the 948cc Austin A40 appeared with Farina styling; this was later made in Italy under licence by Innocenti and pave the way to a rationalized range of 1½-litre saloons in the Farina idiom, made in Morris, MG, Wolsely, and Riley forms as well as the basic Austin Cambridge.

1960 saw a new Austin Seven, the first of Alec Issigonis’s Minis, which Morris sold as the Mini-Minor. It had a 848cc ohv 4-cylinder engine mounted transversely and driving the front wheels, the 4-speed gearbox lived in the sump, all wheels were independently sprung by rubber in torsion, and it had an unmistakable box-like silhouette. The name Mini was soon applied to all versions, Austin as well as Morris, and the car not only became a best-seller, but distinguished itself in competition as well, with numerous rally wins to its credit. Mini-Cooper versions joined the range in 1962, the hottest standard version in 1968 being the 1.275cc Cooper S with 76bhp and front disc brakes; later developments include a 4x4 Mini-Moke for off-the-road travel. Logical developments were the 4-door 1100 saloon with interlinked Hydrolastic suspension (introduced as a Morris in 1963, with an Austin version listed in 1964), and the bigger 1800 of 1965. Minis acquired Hydrolastic suspension in 1965, and all the smaller fwd cars were available with an automatic gearbox in 1967. Both the Mini and the 1100 are made for the Italian market by Innocenti.

Improvements in 1968 included all-synchromesh gearboxes for Minis and an alternative 1275cc engine for the 1100. A special ‘federalized’ version of this Austin 1300, the 2-door Austin America with automatic transmission, went on sale in the USA. At the same time the 6-cylinder A110 gave way to a new 3-litre, combining the Austin 1800’s hull design and Hydrolastic suspension with the existing engine and conventional rear-wheel drive. This one, however, coincided with the merger of B.M.C and Leyland interests in January 1968; it was slow into production, never caught on, and was discontinued in 1971. Later in the year came Mk II versions of the Austin 1800 with 86bhp engines and optional power steering, made as Morrises and Wolseley as well as Austins. An A60 replacement came in 1969; the 1½-litre Maxi in the Issigonis tradition with fwd and transverse engine. New were the 5-bearing engine with chain-driven ohc, the 5-speed all-synchromesh gearbox, and the 5-door semi-estate car body; by 1971 it had acquired a more satisfactory rod-operated gearchange and the option of a 1748cc power unit.

In 1970 rationalization led to the replacement of the MG 1300 by the Austin 1300GT, and that August the former Austin and Nuffield elements in the British Leyland empire (Austin, MG, Morris, Vanden Plas and Wolseley) were merged to form the Austin-Morris devision. Already at the 1969 Earls Court Show the Mini had been made a marque in its own right, and by early 1971 basic versions of the 1100/ 1300 theme were sold as Austins only, Morris variants being dropped. The 3-litre six’s replacement appeared in 1972. This ADO 17 was based on the C6 already announced by British Leyland’s Australian branch, and was in essence an enlarged Maxi on which the transversely-mounted ohc 2.227cc engine drove the front wheels. Basic price was £1.246. With the 1100/1300, the Maxi and the 1800 making up the 1973 range, Austin now offered only fwd cars, a far cry from the conservatism of pre-World War 2 days. Automatic and high-performance variants were also added in 1973.

Source: Georgano, encyclopedia of motorcar; KM, MCS

The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com

Morgan

GB, 1905 – 1906

Morgan and Co Ltd, Leighton Buzzard, Beds.

Made by a well-known firm of coachbuilders, the Morgan car was a conventional shaft-driven car with 5.8-litre T-head 4-cylinder Mutel engine, distinguished only by the Sparks-Boothby hydraulic clutch on the Morgan car, soon abandoned in favour of an ordinary leather cone. Only about five Morgan cars were made and their lack of success resulted in Morgan cars becoming Adler concessionaires in 1907, and abandoning motor manufacture.

GB, 1910 to date

Morgan Motor Co Ltd, Malvern Link, Worcs.

This Morgan car was the best-known, and best, of the British 3-wheelers that were popular while the horsepower tax gave the Morgan cars an advantage. H.F.S. Morgan’s tricycle was also the first of its type, this Morgan car going into production in 1910. At the front of a tubular chassis frame was an sv, air-cooled V-twin motor-cycle engine of 1.100cc by JAP, transversely mounted. Transmission of the Morgan car was by dog clutches and chains, providing two forward speeds. The steering was direct. The front wheels of the Morgan car, had independent front suspension, by sliding pillars and coil springs. There were two seats. A reasonable amount of power plus light weight meant an excellent performance of the Morgan cars. The Morgan car was safer than most 3-wheelers because its road-holding was above average. This recipe made the Morgan car popular with sportsmen, for whom the Morgan Grand Prix model was produced in 1914: the first catalogued competition Morgan car. Soon afterwards, an exiguous four-seater Morgan car, the forerunner of the Morgan Family model of the 1920s, was listed.

After World War 1, Morgan carscontinued to cater for all markets. Names changed, but the Morgan Sports or Morgan Standard model was the normal two-seater, also available in De Luxe form; the Morgan Family model was the more capacious type Morgan car, and the long-tailed Morgan Aero, later the Morgan Super Sports, was the Morgan car intended for serious speed work. Engines of Morgan cars were water- or air-cooled to choice, most being supplied by JAP, or by Blackburne in the case of the competition Morgan cars. From 1925 all the latter’s power units had overhead valves. By 1927 the Super Sports Morgan car could attain 80mph in standard trim, while the less sporting Morgan cars now had internal expanding front wheel brakes and electric starting. Geared-down steering and (if required) three forward speeds followed on Morgan cars in 1929. Even so, Morgan cars were losing customers to new, cheap sports cars such as the M-type MG. Three speeds and reverse in a normal gearbox (though still with chain final drive) were available from 1931 and standard on the Morgan car after 1932, and a modified 8hp Ford 4-cylinder engine could later be had in the Morgan car instead of the twin. Four years later the first 4-wheeled Morgan car was introduced, the excellent little Morgan 4/4. This Morgan car used an 1.122cc 4-cylinder Coventry-Climax engine with overhead inlet valves, developing 34bhp. The Morgan car was still light in weight, and retained the Morgan independent front suspension, so the performance and handling qualities of Morgan cars were well up to form. The Morgan car could attain 75mph. The twins were last catalogued in 1939.

Just before World War 2, a 1.267cc Standard 10hp engine with ohv head was substituted in the Morgan 4/4. When this was no longer available, from 1950, Morgan fitted a tuned Standard Vanguard unit in the Morgan car giving 70bhp. In this Morgan Plus Four, as the Morgan car was renamed, performance became still more lively, and when the 90bhp Triumph TR2 engine became available in 1954, maximum speed of the Morgan car rose to 100mph for the first time. With the advent of the Morgan Plus Four, there was no longer a small Morgan car, but this gap was made good in 1955, when the Morgan Series 2 4/4 arrived. This Morgan car used the very hard-wearing 1.172cc sv Ford Ten engine which had powered F4 Morgan. (The latter was the last 3-wheeler Morgan car, which had been made until 1950.) The result was a cheap, pleasant and reliable sports Morgan car of the old school. Later, the ohv Ford 105E engine was substituted. The latest version Morgan car had a 1.599cc 98bhp engine, a 4-speed all-synchromesh gearbox, front disc brakes, and the traditional Morgan suspension. The Morgan Plus Four kept pace with Triumph’s TR engine development, also acquiring disc brakes and, eventually, the 2.138cc 105bhp TR4 unit. A streamlined coupé, the Morgan Plus Four Plus of 1964, was a brief deviation from the classical Morgan car line which met with little approval and was discontinued after only 50 of these Morgan cars had been sold. When Triumph changed to a six during 1968, Morgan cars adopted a new engine for their bigger Morgan cars, and the Morgan Plus Four became the Morgan Plus Eight, powered by Rover’s 3 ½-litre 160bhp V8 and capable of 125mph. The 1973 versions of the Morgan car use the 4-speed all-synchromesh Rover gearbox in place of the Moss box previously fitted.

Source: Georgano, encyclopedia of motorcar; MCS, TRN

The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com