Austin 1933

Seven  
Ten-Four  
Light Twelve-Four  
Light Twelve-Six  
Sixteen - discontinued
Twenty  
Sixteen - new model
Eighteen - new model

Great Britain

 

Seven

           
65 Sports       - new model

 

A four-speed gearbox was introduced in 1932 and in 1933 synchromesh was added to third and top ratios.

Seven Saloon and Ten-Four Tourer – October advert.
June 1933
The new Austin Sports Seven

The new "Sports Seven" recently announced by the Austin Company, is a car which shows a good example of low level compactness. In fact, the seats are only 14in. above the ground when the normal complement of two persons is being carried. This low centre of gravity is obtained by a special front axle with a transverse semi-elliptic spring of reversed camber, and flat rear quarter-elliptic springs.
The engine is of similar capacity and general design, with detachable head and side valves, to the standard model, except that a downdraught carburettor, special manifolding, as well as special valve gear and a high compression cylinder head ensure a 23-b.h.p. output at 4,800 r.p.m. Naturally the four gear ratios have been modified to suit the engine performance, the top gear of 5.6 to one being slightly lower than standard, with the other ratios of 8.6, 13.7, and 19.6 to one somewhat higher. Other special features include a spring-arm steering wheel, single panel sports screen, and a wire-mesh radiator guard.
The battery is accessible under the long bonnet, and the shapely tail of the car houses the spare wheel, jack, and wheelbrace, leaving room to take luggage behind the seats. The two wide doors allow the seats to be easily reached, and there is a hood. Priced at £148 complete, this new sports car should certainly appeal to many motorists who want that combination so difficult to obtain - speed and economy.
The Austin Seven still continues to add to the number of successes scored by British cars in international events. In the Intonational Kesselberg Hill Climb in Bavaria, held on June 18, the Austin Seven, driven by R. Kohlrausch, secured first prize in the racing-car class up to 800 c.c., improving the old category record by four seconds. In the same event W. Baumer, also driving an Austin Seven, won second prize. The course is a very difficult one owing to many corners, and the event is looked upon as the most important South German hill climb.
Motor SportAugust 1933
The New Austin Seven.

The second of the new range of Austin sports models is the 7 h.p. 2 seater. Extensive engine alterations give a power output of 23 b.h.p. at 4,800 r.p.m. On the road this will propel the car at a speed of 65 m.p.h. with a top-gear ratio of 5.6 to 1. The car costs only £148.
 

Ten

wb: 93 in.
(2362 mm)
4 cyl.
1125 cc
20 bhp
9.9 HP
4 cyl.
1125 cc
30 bhp
9.9 HP
 
Saloon de luxe   -  
Saloon fixed head   -  
Four-Seater   -  
Two-Seater   -  
Cabriolet   - - new model in March
Tourer - Sports - new model in August

 

Austin Ten-Four is powered by a 21-bhp 1125-cc (63.5 x 86 mm) side-valve Four engine, rated at 9.9 HP. Available with four body styles, priced from £148 to £168. In March 1933 the Cabriolet version was added at just £168. In August the sports car version came out using a smaller version of the l2-16 Sports tourer body at a cost of £215, but only four were made that year.

10-4

10-4
 

Twelve

  wb: 106 in.
(2692 mm)
4 cyl.
1535 cc
24 bhp
11.9 HP
6 cyl.
1496 cc
24 bhp
13.9 HP
6 cyl.
1496 cc
38 bhp
13.9 HP
6 cyl.
1711 cc
Harley Saloon Six-Light 12-4 12-6 - 12.6
Open Road Tourer 12-4 - 12-6  

 

Light Twelve-Six is similar to the Twelve-Four. Both have 8 ft 10 in wheelbase and 4.75-19 tyres but engine capacity is 1496-cc (61.25 x 84.63 mm) for the Six and 1535-cc (69.3 x 101.6 mm) for the Four. Power output is the same, namely 24 bhp at 2400 rpm, but HP rating is 13.9 and 11.9 HP respectively. Saloon De Luxe prices are £218 and £198 respectively.

Light 12-6
May '33
Fast Tourer Based On The Twelve Six

The Austin Company is again entering the sports car market with a fast touring model evolved from the popular Twelve-Six chassis.
The new model, which is to sell at £268, has low lines. The front bucket seats are separately adjustable: the back seat has a centre and side arm rest: the upholstery is in leather throughout; and four doors give access to front and rear seats. The engine is basically the same six-cylinder unit used in the standard Twelve-Six models, but the induction and exhaust manifolding has been redesigned and a downdraught carburettor is incorporated. A high compression ratio of 7 to I is employed and the valve lift is increased by a special camshaft. The brake horse-power developed is stated to be 40, and to enable full advantage to be taken of the engine output a close ratio gearbox is employed, the ratios being 18.26, 11.7, 7.58, and 5,5 to one.
Apart from this the gearbox embodies the usual features including twin-top gears, to be found on the standard car. To ensure a high degree of stability a special frame is used which combines low body mounting position with good rigidity, the deep side-members being dropped to the centre and three of the cross-members passing the beneath the propeller shaft, one having a generous and stiff "U" section. The passenger load is thus carried four inches lower than in the standard model. Other special features of interest include a large diameter propeller shaft, hydraulic shock absorbers at the front and frictional ones at the rear, and the accessible location for the batteries and tools under the bonnet. There is a hood with side curtains, while the tonneau cover can be used to make the car an open two-seater if extra if extra passengers are not to be carried. The windscreen will open fully. The wings are deep-domed, and the bonnet louvres are separately adjustable. A new radiator is fitted that improves engine cooling.
Motor SportAugust 1933
THE AUSTIN TWELVE SIX SPORTS TOURER
A Roomy, Yet Graceful Car of Good All Round Performance.

Brief Specification:
Engine :
6 cylinder monobloc,
bore 61.25 mm., stroke 84.63 mm.,
total capacity 1,496 c.c.
R.A.C. rating 13.956 h.p.
Maximum b.h.p. 38.
Side valves, detachable head.
Zenith down-draught carbutetter.
High lift camshaft.
4-bearing crankshaft.
Low expansion pistons of special alloy.
Four point suspension.
Coil ignition.
8 gallon rear tank.
Transmission :
Single-plate clutch.
4 speed gear-box, "twin-top."
Ratios 18.26, 11.7, 7.58 and 5.5 to 1.
Unit construction.
Central change.
Spiral bevel drive.
Three-quarter .loating rear axle,
wheels carried on ball bearings.
Brakes :
On all four wheels.
Independent hand-brake.
Steering :
Worm and wheel.
Suspension :
Semi-elliptic all round.
Zinc interleaved.
" Silentbloc " shackles.
Luvax hydraulic shock absorbers in front
Hartford friction-type at rear.
Wheels and Tyres :
Magna wheels,
Dunlop 4.75 x 19 tyres.
Price :
Sports Tourer, as tested, £268.
This side-view of the Austin Sports Tourer illustrates clearly the solid construction
of the car as a whole. Note the bonnet-louvres and folding windscreen.
FOR some time there have been rumours of the introduction of a sports model by the Austin Company, and this report received confirmation last month when a new Sports Tourer on the Twelve-Six chassis was announced by the famous Birmingham factory.
Dealing with the engine and chassis, a high performance is available from the 6 cylinder 1,496 c.c. power unit. The induction and exhaust manifolding has been re-designed, assisted by a down draught Zenith carburettor. The compression ratio has been increased to 7 to 1, and the valve lift has been altered by means of a special camshaft. All this results in a brake horse power of 40, and in order to enable full advantage of the power output to be derived on the open road a close ratio gear box, with silent third, has been fitted. The ratios are as follows: 18.26, 11.7, 7.58 and 5.5. to 1. A new frame is used, the deep side members of which are dropped to the centre. Three of the cross members pass under the propellor shaft, one having a remarkably stiff "U" section. Thus the passenger load is carried 4 inches lower than in the standard model. Other chassis details of interest are a large diameter propellor shaft of Hardy-Spicer type, Luvax hydraulic shock absorbers at the front and Hartford friction shock absorbers at the rear, and the sensible position of the tool and battery boxes under the bonnet.
The body is designed to give a combination of good lines and complete comfort, an aim which has been successfully attained. Ample weather protection is provided by an efficient hood and side curtains which do not in any way curtail the driver's vision. The hood folds very neatly into an envelope, and a well-fitting tonneau-cover adds to the smartness of the car. The windscreen hinges forward from the top, and is so made that it can swing forward from the bottom to a horizontal position, if desired.
On the road the Austin Sports Tourer is a most satisfying vehicle. To begin with, it is of sufficient overall size to be unaffected by normal inequalities in the road surface—a trait never found in small sports cars, however well sprung. This, combined with a smooth, quiet engine capable of propelling the car at a cruising speed of 55/60 m.p.h. results in a very pleasant form of high speed travel.
A distinctive appearance is given to the Austin Sports Tourer by the original design of the sloping
radiator and diagonal shutters.
Some impressions of one's first acquaintance with the car will be of interest. The driver sits in a most comfortable position, upright and therefore ready for any emergency, but completely supported by thick upholstery. Of course the seats are adjustable. The big steering wheel is nicely canted so that one's arms are not too high, and a cut-away side of the body allows free movement of the right elbow in taking sharp corners without detracting from the deep seating position. No body-movement is necessary to reach the central gear-lever, but the handbrake is rather far forward for trial work. The headlight dipping control is on the steering wheel boss, and an ignition lever is attached to the steering column.
In getting away from a standstill, one's first impression is that of the responsiveness of the engine to the throttle. The Zenith down-draught carburetter has not a trace of flat-spot, even when the accelerator is roughly depressed. The clutch is smooth in taking up the drive, but being heavily constructed it results in a slow gear change. The 18 to 1 low gear is really in the nature of an emergency gear, and we found that perfectly smooth starts could be made by using second speed. Although on the slow side, the process of gear changing presents no difficulties, providing one remembers that a very much greater revving-up is needed from third to second than from top to third.
The steering meets all the requirements demanded by sporting motorists of accuracy at high speed and pronounced self-centering action, combined with light operation in traffic—without being too low geared. As regards suspension, at the time of the test the driver was the sole occupant of the car, and a certain amount of fore and aft movement was experienced at speeds in excess of 65 m.p.h. This pitching did not affect the firm road holding of the car. Additional cargo, plus a little adjustment of the shock-absorbers, would no doubt remedy this, while as the car stood, a cruising speed of 55 m.p.h. could be maintained over any surface in complete comfort.
An opportunity of timing the car at its maximum speed over a measured distance did not occur during the course of our run, for our destination lay in a different direction from Brooklands Track. However, we took the precaution of checking the speedometer, and found it to be dead accurate over a wide range. On any fairly level stretch of road we found the maximum to be 70 m.p.h., which is all that discerning motorists would expect from a 1½ litre power unit propelling a really comfortable four-seater touring body.
Mention of comfort brings one to the accommodation for the rear passengers. The two seats are separated by a generous arm-rest, in which is contained the foot-pump. The body-sides are on a level with the passengers' shoulders, providing real protection, and deep footwells complete the comfortable seating position.
Finally the brakes are well up to their work, never tending to cause the car to swerve, however fiercely applied.
The Austin Twelve Six should fill a definite niche in the sports car field for those who require a car of good all round performance without sacrificing the comfort of a slower machine. At £268 it is remarkable value.

12-6 Greyhound Saloon Model'34

Spare Wheel Container; Flush Fitting Sliding Roof; Sloping Floor; Enclosed Clutch Pit; Low Cross-braced Frame; Synchro-mesh Gearbox; Reverse-camber Rear Springs.
 

Twenty

  wb: 6 cyl.
3400 cc
57 bhp
23.4 HP
 
Whitehall 120 in. (3048 mm)    
Ranelagh 127 in. (3226 mm)    

 


Austin 20 Limousine
Twenty have 11 ft 4 in wheelbase chassis with side-valve Six engine of 3400-cc (79.5 x 114.5 mm) capacity, rated at 23.4 HP. The chassis costs £350 and could be supplied with Limousine or Landaulette bodywork in a price range from £498 up to £575.
 

Taxicab

           
           

 

 

Seven 4 cyl. (s) 747 cc      
           

 

Races:
  Event: Entered: Raced: Finished: Best results:
11.03.1933 Brooklands Senior Mountain Handicap - - -   Marquis de Belleroche 749 c.c. 2nd  
16.04.1933 Brooklands Third Mountain Handicap - - -   Marquis de Belleroche 749 c.c. (s) 3rd  
06.05.1933 International Trophy 3 3 3   C. Goodacre Seven 747 cc (s) 5th Gr.1 1st
            J. D. Barnes Seven 747 cc (s) 6th Gr.1 2nd
            L. P. Driscoll Seven 747 cc (s) 8th Gr.1 3rd
21.05.1933 Avusrennen (voiturette) 4 4 2 20 Barnes Seven 6th →0.8 2nd
          15 Goodacre Seven 8th →0.8 4th
05.06.1933 Brooklands Third Mountain Handicap - - -   W. L. Thompson, Junr. 749 c.c. (s) 1st  
France 17.06.1933 24h Le Mans 1 1 0 42 Metchim / Masters Seven (745 cc) fail.  

Austin Seven (Charles Metchim / Cecil H. Masters) at 24h Le Mans.
Rallies:
  Event: Entered: Raced: Finished: Best results:
21-25.01.1933 Rallye Monte Carlo 2 2 2 125 Bergan / Cederwall   21st
          49 Hobson   55th