AUSTIN (England) 1906 to 1987

Herbert Austin started his motoring career as Wolseley's general manager, leaving in 1905 to set up his own company in an old printing works at Longbridge, seven miles south of Birmingham. He began production the following year.

His cars were conventional but well made, having T-head engines with separate cylinders. His first was a 25/30 hp model, but three years after its formation the company was able to offer a range of three four-cylinder models ( 15, 18/24 and 40 hp) and a 60 hp six-cylinder. This last named model formed the basis of a racing variant that Austin entered for the 1908 French Grand Prix, finishing in l8th and l9th places.

The year 1910 saw the appearance of a 1.6 litre four-cylinder car initially for export: it became available for home consumption 12 months later, together with a single-cylinder 1100cc car (in effect a re-radiatored Swift) which appeared in 1909.

At the outbreak of the First World War Austin was offering three four-cylinder models, the largest being close on 6 litre capacity. Austin's marketing philosophy experienced a marked change after the First World War, for he offered just one model: the 3.6 litre 20 of l919. Unfortunately, this big car failed to sell in sufficient numbers, and it was not long before the company was placed under a receivership and a new model, virtually a scaled-down 20, the famous 1.6 litre Twelve, was rushed into production in 1921. This solid and reliable car remained in production until 1936, though the car was slightly scaled-up and the engine capacity increased to 1861cc in 1927. The famous Austin Seven was announced in 1922. When it appeared, the Seven was the smallest British four-cylinder car, being initially of 696cc, though this was soon increased to 747cc. Inspired by the Peugeot Quadrilette, its tiny splash-lubricated engine was designed by an 18-year-old draughtsman Stanley Edge. This four-wheel brake car, with transverse suspension at the front and quarter elliptic at the rear, remained in production until 1939, by which time 290 000 had been made: it was also manufactured, under license in France, Germany, Japan and America. Its sporting successes included a third place in the 1929 TT and a win in the 1930 500 Miles Race at Brooklands. A fashionable 3.4 litre six-cylinder 20 went on sale in 1927, the older four-cylinder model remaining in production until the following year. The six was scaled down to produce the 2.3 litre Sixteen of 1928, but a less happy variation was the 12·6 of 1931. The successful Ten (1125cc) was introduced the following year, a Ten remaining a feature of the Austin range until 1947. The Light 12/4 (1535cc) appeared in 1932 sharing a similar production run.

The famous Seven was replaced in 1939 by the 900cc Eight, this again being phased out in 1947. Austin's first overhead value engine, the 2199cc Sixteen, was fitted in the 1940 12 body and chassis in 1945, though independent front suspension had to wait for the 1948 Princess and Sheerline and the 1.2 litre A40.

Austin and Morris merged in 1952 to form the British Motor Corporation and that year saw the appearance of the A30 with 803cc ohv engine, it was also Longbridge's first unitary construction car. The quaintly styled Metropolitan, made initially for Nash, appeared in 1954 powered by an A40 engine. New models in 1955 included the Cambridge with A40 or A50 power units, together with the Westminster, which was fitted with a 2.6 litre six, Farina styling was a feature of the 1959 range, which saw further rationalization with MG, Morris, Wolseley and Riley offering badge-engineered versions of the Austin Cambridge theme.

Britain's most revolutionary car appeared in 1959. Alec Issigonis's fwd Mini was initially sold as the Austin Seven and powered by an A series 848cc transversally-mounted engine with four-speed gearbox mounted beneath. Rubber suspension by Alex Moulton, 10 inch wheels and a distinctive box-like shape were unconventional features of the design that has since altered small-car technology, throughout the world. It was followed in 1964 by the 1100 with Hydrolastic suspension (also appearing under the Morris trademark) and the 1800 two years later. Rear-wheel, drive lingered on until the short-lived 3 litre was phased out in 1971.

The year 1968 saw the engulfment of BMC by Leyland to form British Leyland arid the following year came the Maxi, powered by an ohc 1485cc engine, and utilizing a fashionable tailgate. A more powerful 1748cc engine became available for the 1971 season. The fwd Allegro of 1973 was offered with a range of 1100, 1300, 1500 and 1750cc power units.

1938 Austin convertible
1952 Austin A40 Somerset
1962 Austin Mini Woody
1978 Austin Mini 1275
1978 Mini 1000
1980 Austin Mini 1000

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