1955 Austin Cambridge

   The 1955 Austin Cambridge four-door sedan weighed in at 1 016 kilos (2,240 pounds) and had a front tread of 
1 231.9 millimetres ( 48.5 inches).

The Austin Cambridge generated plenty of excitement when it was introduced in September of 1954 but the automotive offerings from Longbridge, England were already highly popular with folks across Canada. Among the first wave of post-war British cars to make the voyage across the Atlantic Ocean to the great Dominion, Austin dealers put out their shingles out in 1946.

No longer an independent automaker, Austin had thrown in its lot with Morris to create the British Motor Corporation (BMC) on March 31, 1952. The new Austin Cambridge was the first product to be created under the umbrella of the new combine.

Austin sold an entire family of cars here in 1954, including the Seven, the A40 Somerset, the A70 Hereford, the A125 Sherrline Six and the Austin Healey. Canadians registered 2,536 new Austins during the calendar year. That tidy figure made Austin second only to British Ford in terms of sales and still well ahead of West Germany’s Volkswagen.

 Canadians could buy the two-door Austin Cambridge A50 in 1955, a model not offered in the UK.

Engineers went to great lengths to make the Cambridge the most modern vehicle on the road. The vehicle made use of pressed-steel, unitized body construction. Austin wordsmiths wrote that the coachwork had a “fully-stressed skin with no soldered joints.” The styling was certainly in vogue with its modern three-box, slab sides with recessed headlights and wide-mouthed grille. Even the hood scoop was fully functional. The entire Cambridge envelope rode gracefully on 33-centimetre (13-inch) tires and boasted a pert 2 250-millimetre (99.25-inch) wheelbase.

The company’s export line to Canada was pared for the 1955 selling season. The Seven, the Somerset and the Austin Healey returned. The A50 Cambridge made it back for its second year and sold for $1,995. The smaller, A40 Cambridge, with its 1200-cc engine did not.  Records show that an A50 two-door sedan joined the lineup and listed for $1,885 at its Montreal port of entry. Advertising wasn’t shy to say that “the Cambridge is the finest car of its class built in any country—and you can depend on it.”

 An ultra-modern 1500-cc engine powered the Austin Cambridge.

Powered by a thoroughly modern 1500-cc over-head valve, four-cylinder engine, The A50 scooted down highways nicely with its 50 horsepower. The 1500-cc engine was popular and sturdy; it was shared with the Nash Metropolitan.  The Cambridge’s hood hinged open at the windshield and nestled in the engine bay was the latest in automotive technology, a 12-volt battery.

 On this side of the pond, the Austin Motor Company (Canada) Limited of Toronto and the Austin Motor Company Ltd. (England) of New York City took care of sales and service.  For the Canadian and American markets, the four-speed, column-mounted manual transmission was available with optional overdrive for even better than the 80 kilometres per 4.54 litres (50 miles-per- Imperial gallon) advertised. First gear was not synchromesh in the Cambridge.  When driven under reasonable conditions, one could expect to get 434 kilometres (270 miles) from the 37.9-litre (8.75-Imperial gallon) fuel tank.

Interior of the 1955 Austin Cambridge was cavernous for a car of such small dimensions.

Interiors were vast when considering the smallness of the overall vehicle. Part of that generous cabin space was created when engineers positioned the back seat ahead of the rear wheels. This allowed three passengers to sit in dignity--if not in complete comfort. The Latex foam cushions promised to hold their shape indefinitely no matter how long the trip might be. The front seats were individually adjustable. Glass area was exceptionally large throughout. Comfort was not forgotten, either. North American export models were wisely equipped with a robust heater and defroster unit included in the base price.

 Instrument panel of the Austin Cambridge was most  functional (RHD version seen here). 

The instrument panel was highly distinctive. A large strip speedometer and a full set of gauges were positioned in a telescoping pod that rode part way up the steering column and sat squarely before the driver. A classy touch was a trip odometer. The steering wheel was a three-spoke, 43-centimetre (17-inch) diameter affair with a horn button at the centre of the hub. In typical British fashion, the turn signals operated by a lever located on the centre of the steering hub.  Clock, radio and heater were placed in the centre of the panel and the glove box boasted a lockable door. A handy parcel shelf ran below the full length of the instrument panel.

Other standard equipment for Cambridge models sold in the Canadian market included bumper guards, a locking gas cap, a safety hood latch located in the car’s cabin, twin horns, twin sun visors, electric turn signals, a chrome windshield reveal, heavy-duty PVC upholstery and a rubber floor mat for the front passengers.

 Trunk space was 396 cubic litres (14 cubic feet). The spare tire stored away neatly under the car. 

The generously-sized trunk promised to hold plenty of suitcases, grips and sporting gear. At the back was a useful shelf, good for stashing tools, the tire pump, washing sponge and “similar oddments that might otherwise occupy floor space.” 

BMC built 114,864 Cambridge models from 1954 to 1957. Of that number, 3,357 Austins were registered as new vehicles throughout the Dominion during the 1955 model year.

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Copyright James C. Mays 2007
 All rights reserved.

1968-1971 Austin 1800 Mk II

The 1968 Austin 1800 Mk II came in a most distinctive package and rode on a 2 692-millimetre (106-inch) wheelbase. The cars were sold throughout Canada from 1968 to 1972 by British Motor Corporation and later British Leyland dealers.

The first generation of Austin 1800s bowed to the world in 1964. It was an ingenious size-and-space transportation package based on the runaway global success of British Motor Corporation’s micro-sized Austin and Morris Mini that debuted in 1959. 

1962 Mini.

Sir Alec Issigonis was the brains behind the Mini, the fabled 1300 that followed it and now the 1800. The trio of motor vehicle kin all made use of transversely-mounted engines coupled to front wheel drive. The cunning combo gave designers absolutely cavernous cabin space to work with while keeping the overall length to a minimum. 

1959 Austin Mini cutaway diagram shows 80% of floor space being dedicated to passengers.

On the Austin 1800 that nifty package added up to a very tidy 2 692-millimetre  (106-inch) wheelbase platform that stretched to only 4 164 millimetres (13 foot and 8 inches) in overall length.

The 1964 Austin 1800 was exported to Commonwealth countries including Australia and Canada.

To further ensure the success of the 1800, the famed Italian Pininfarina studios were engaged to create the styling. Top brass at BMC didn’t particularly like the look generated by the continental style house and in-house designers were ordered to change it significantly before production began. The final envelope boasted an exceptionally large greenhouse with curved glass riding atop straight, almost severe slab sides accentuated with angular treatments, fore and aft.

The press didn’t care for the designers’ version and promptly pronounced the cars as ungainly. The public viewed the final product as being uglier than homemade sin—and promptly gave it the unflattering nickname of “land crab.” Production would prove to be disappointing during its five-year run and the ingeniously designed if slow-selling car was revamped as the Mark II for the 1968 selling season.

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The Austin 1800 Mk II made its debut in May of 1968. It received a much needed and pleasant if very modestly restrained restyle. Revisions included larger 35-centimetre (14-inch wheels), debuted BMC’s first full synchromesh transmission, a tweaked engine and an updated instrument panel that boasted the latest fad--rocker switches. Announced as “inheriting all the famous features of the Mini and the 1300, the Austin 18000 Mk. II” and “Add to these a 90 mph (150 kph) top speed, with acceleration to match, lounge seating for five and the toughest structure ever built into a production car.”  Other accolades included “The Austin 1800 Mk II is a notable achievement in advanced automobile design” and declared its handling to be “the envy of the world.” 

 The Austin 1800 Mk II clipped along courtesy of a 1.8-litre (85.6-horsepower), four-cylinder overhead valve engine. 

Under the hood was BMC’s water-cooled, overhead valve, four-cylinder, five-main bearing engine. The mill generated 86.5 horsepower and was capable of reaching a top speed of 150 kilometres per hour ( 93 miles per hour--ancient Canadian units of velocity). This was mated to a four-speed synchromesh transmission, with final drive located in the engine sump. Power was transmitted to the front wheels by short, universally-jointed shafts. Rack-and-pinion steering promised to deliver “sensitive hairline accuracy” and servo-assisted front disc brakes (drum brakes in the rear) gave real stopping power. While it was no jet rocket—the car moved from zero to 100 kph (60 mph) in 16.3 seconds--the package gave motorists a satisfying 10.4 L/100 kilometres (27 miles to the Imperial gallon--ancient Canadian units of fluid measure).

The instrument panel of the Austin 1800 Mk II was simple in design and remained unchanged from 1968 to 1972.  A right-hand drive model is shown here. 

The Austin’s instrument panel was finished in non-glare black dressed up with simulated woodgrain panels. The warning lamps indicated low oil pressure, dirty oil filter, headlamp high beam indicator. Gauges and dials were “At-a-Glance” easy to read and included a ribbon-type speedometer, a water temperature gauge and a fuel gauge. An all-in-one stalk on the steering column controlled the headlight high-low beam, the turn signals and the horn. Below the instrument panel was a capacious parcel shelf, split in the centre by a console that held a large ashtray, radio and heater controls. The lower lip of the parcel shelf doubled as a safety crash bar.

 Front seat passengers rode in softly cushioned individual seats. Rear passengers were treated to a wide, “superbly comfortable” seat with a centre folding armrest. The interior was upholstered with a hard-wearing, washable vinyl-coated fabric with Ambla face panels on the contact surfaces for good measure. Each car destined for the Canadian market was given fitted nylon carpets with thick sound-insulation for underlay.  Generous door pockets held everything from baby’s bottle to maps (ancient GPS systems). A comfortable ride was ensured by Hydrolastic suspension with its unique float-on-fluid sealed system that had no moving parts.

Rear-seat passengers in the Austin 1800 Mk II rode in luxurious comfort. The pull-down centre armrest was standard equipment.

Extra cost items included an automatic transmission, a heater/defroster, an electrically heated rear window, power-assist steering, reclining front seats, an electric clock, a radio, a hood lock, a cigarette lighter, exhaust trim, a fire extinguisher, a radiator muff, back-up lights, roof racks of differing types, rubber mats, seat covers, supplementary instruments, travel rugs and exterior mirrors.

Despite its size and value, the Austin 1800 Mk II was not a resounding hit with Canadians. Domestic sales of Austin were added together with those of MG to equal 10,020 units for the 1968 calendar year. In 1969 BMC was reorganized into British Leyland. Sales for all BLC brands were lumped together and rang in at 12,275 units for Canada. Austin sales were broken out in 1970 when 5,861 units were delivered. Austin sales of all stripes dropped to 4,554 units in 1971 and edged up ever so slightly to 4,597 units in calendar year 1972. The marque would do considerably better in 1973.

The Austin 1800 Mk II was as equally unmistakable from the rear as it was in the front.

Visit my old car website at http://www.theoilspoteh.ca  

Copyright James C. Mays 2007
All rights reserved.

1955 Morris Minor

1913 Morris

The early days at Morris Motors were exciting ones. The first Morris appeared in 1913 when one William Morris constructed a car of his own creation at his very own factory in Cowley, England. Morris cars were rugged and grew popular quickly with the British motoring public. 

The marque’s success was assured after The Great War ended in 1918. By 1925 Morris found itself in the enviable position of being King of the Hill--able to boast it was the best selling car in Great Britain.  The company expanded with the purchase of suppliers like SU for carburetors and Hotchkiss, an engine manufacturer. Morris himself was honoured by being knighted as Sir William in 1928 and then made a Lord in 1933.

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De Haviland Tiger Moth.

During World War Two the company turned its attention from producing automobiles to cranking out aircraft for De Haviland. The Cowley facility was dedicated to building Tiger Moths for victory. 

While workers at the plant manufactured aeroplanes, Lord Nuffeld dreamt of a future where the world was at peace. His assistant, Sir Thomas Miles, hired Alec Issigonis, a young designer, to create a small personal car for the post-war buying public.

1943 Morris Mosquito prototype designed by Alec Issigonis.

Initial plans called for the little vehicle to be called the Morris Mosquito. The look that took shape under Issigonis’ capable hands was extremely aerodynamic with headlights hidden behind the grille, front fenders that disappeared smoothly into the body and running boards shorn from the envelope. 

When he finally saw the vehicle, Lord Nuffeld absolutely despised the look, calling it a “poached egg.” Ready in early 1947, the completely finished vehicle languished for a full year while awaiting orders for destruction.

Lord Nuffeld finally decided to build the car but personally ordered the changes that were seen in production models. Headlights migrated outward from the grille to the fenders. There was the suggestion of a running board. A flat, four-cylinder engine was ultimately nixed and the existing Morris power plant was used, though frameless, unit construction was kept.

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Capacious trunk boasted seven cubic feet of space.
Note the unique location of the spare tire.

The name was changed from Mosquito to Minor and the substantially changed car debuted at the 1948 British Motor Show held at Earl’s Court in London. The petite Morris Minor was the belle of the ball. Journalists fell over themselves in their attempts to pen superlatives about the adorable set of wheels.

 Despite effervescent words from the press, sales were slow; fewer than 1,000 Morris cars sold in the UK in 1950. Most were sold abroad as Britain focused on paying off its substantial war debt to the United States and Commonwealth countries under its 'Export for Dollars' scheme. The little vehicle did very well in Canada where sales of 7,561 Morris cars were recorded.  

The following year Morris sold 1,945 units in the US and 1,192 units in Canada. Back in Britain, Morris tied the knot with former archrival Austin to form the British Motor Corporation, a.k.a. BMC.

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Morris sales were miniscule in the US and racked up sales of 2,304 units in Canada in 1953. No doubt sales were helped some by the addition of a station wagon. Though prices were held the same for all models in 1954, sales were a modest 995 units in the USA and only 1,022 units in the Dominion of Canada for 1954.

Morris Minor Traveller Estate Car cost $1,968 in 1955.

The 1955 Morris Minor models were being unloaded on our shores in September of 1954. The grille was updated and advertising shouted, “New look for world’s biggest small car buy!” 

No doubt referring to Nash and Hudson, with which Morris shared the advanced frameless Mono-construction found in aircraft, advertising bragged that the Minor was “built all through on big car lines” and the result was “big beyond belief--proved beyond doubt.” 

Examples of that bigness included torsion bar independent front wheel suspension, seating for four within the axles, a 12-volt battery, safety glass and a Panoramic vision windshield, hydraulic brakes, rack-and-pinion steering, double shock absorbers a four-speed shifter and more, All this was loaded onto a pint-sized 86-inch wheelbase. 

“The Minor is truly a big car—built on the same principles and to the same specification as a big car, and offering you the same supreme comfort, exciting road performance and attractive features as many a car much more costly to buy and to run.” 

The 1955 Minor convertible was the least
expensive Morris model available in Canada
with a price tag of $1,665.

The Minor was delivered as a convertible with fixed window rails, a four-door sedan and the Traveller two-door station wagon. The wagon’s back seat dropped perfectly flat to give a good-sized cargo area.

The four-cylinder, overhead cam engine  generated 29
horsepower—enough to take the car to 62 miles an hour.

Under the hood was the tried and true Morris 49-cubic inch, OHV four-cylinder engine. A four-speed manual transmission transferred that power to the wheels. “As you head for the open spaces you’ll thrill to the brilliant acceleration and superb hill-climbing of the lively OHV engine—and notice how easily the Minor can sustain a high cruising speed!”

Functional in the extreme, the Canadian sales brochure
 showed the right-hand drive instrument panel setup.

The Minor was well appointed to seat four “and an occasional five.” No, I am not making that up! Standard equipment included carpeting, a heater, ashtrays fore and aft, bucket seats, wiring for a radio and a jack. 

Optional equipment included a sun visor for the front-seat passenger, bumperettes and Vinyde leather-cloth covered seat cushions.

Colour choices were short and sweet: Black with maroon upholstery; Clarendon Grey with maroon upholstery, Smoke Blue with maroon upholstery and Empire Green with green upholstery.

 The 1955 Morris Minor four-door sedan carried a
$1,776 price tag in Canada. The popular British car
was built in Cowley, England.

 Copyright James C. Mays 2007 All rights reserved.

  

 Visit my old car website at http://www.theoilspoteh.ca