Austin Twenty

Before the First World War, Austin had produced a range of expensive cars, including a 3.6-litre 20 hp car but, influenced by the manufacturing philosophy of Henry Ford, Herbert Austin decided that the future was in mass-producing a single model and chose the 20 hp class. The Longbridge plant had been considerably enlarged for wartime production, and it was there that the company had a base to put the theory into practice now with the capacity to manufacture 150 cars a week. The car would, however, prove to be too large for the home market: only about 3,000 Twenties had been sold by July 1920. "However it is true the car is an excellent hill-climber, runs very quietly, accelerates rapidly and has very good steering. The (unfortunately) central gear change is good if a shade is coarse. The wheel brakes worked by their side lever are excellent", but the transmission brake worked by the pedal was described as "indifferent". "The car holds the road well at any speed and the springing is good. The coachwork is comfortable enough but the open body is rather ugly". Summing up, the motoring correspondent suggested that "if pains were taken to damp out engine vibration and a slightly higher price set which would allow more 'spit and polish' ... Austin will do a lasting service to the country and their shareholders". Receivership for Austin The one-model policy was rapidly dropped in mid-1921 when Austin's company was placed in receivership. Six months later in November 1921 Austin launched his Austin Twelve, in many ways a scaled-down Twenty. ==Four-cylinder engine==

The engine with its 95 mm bore and 127 mm stroke had a cast-iron cylinder block with detachable cylinder head mounted on top of an aluminium crankcase. It developed 45 bhp at 2000 rpm. As an advance on pre-war practice, the engine was directly bolted to the four-speed centre-change gearbox, which drove the rear wheels through an open propeller shaft. Chassis The chassis, based on that of the Hudson, was conventional, with semi-elliptic leaf springs on all wheels and rigid axles front and rear. Wooden-spoked artillery-style wheels were fitted. Initially, brakes were on the rear wheels only, but front-wheel brakes were fitted as standard from 1925, and at the same time the wheels became steel-spoked. Body At its 1919 introduction three body types were listed; a tourer, coupé and landaulette. These were joined in 1921 by the Ranelagh fixed head, two-door, coupé. For 1922 the Grosvenor limousine and landaulette, a Ranelagh four-door, fixed head, coupé and Westminster drop-head coupé were added. A 75 mph Sports variant was added in 1921 with a modified higher-compression engine and wire wheels, but it was very expensive, and only around 23 were sold. Marlborough landaulet, £950 at Works. Effective 4 April 1923 in response to harsh market conditions but in public attributed to improved facilities for manufacture and lower cost of materials and labour, prices were reduced to the following: • Chassis £500 • Tourer 5-seater £595 • Westminster 2-door coupé £750 • Ranelagh 4-door coupé £750 • Marlborough Landaulet or Limousine £750 • Mayfair Saloon Landaulet or Limousine £850 ==20/6 Six-cylinder engine==

New body October 1926 The car that was destined to succeed the Twenty, the six-cylinder 20/6, was announced at the October 1926 London Motor Show with production really starting in early 1928, and until 1930 the two different engines were sold alongside each other, but 1929 would be the last year of full production for what was now called the 20/4. There was a 12-volt electrical system for lighting and starting. Timing was at the back of the engine. From there on the off-side were driven in-line the generator, water-pump and magneto. For 1930 the specification included Biflex magnetic dip and switch headlights and wire wheels. Chassis The engine, clutch and gearbox, which was centrally controlled, all formed one assembly that was held in the frame by two brackets with a rubber-lined frame at the front. The rear axle was three-quarter floating. • Open Road tourer 4-cylinder £425 • Open Road tourer 6-cylinder £525 • Carlton saloon 4-cylinder £495 • Carlton saloon 6-cylinder £595 • Marlborough landaulette 4-cylinder £475 • Mayfair 4-cylinder £715 • Ranelagh limousine or landaulette 4-cylinder £575 • Ranelagh limousine or landaulette 6-cylinder £675 Road test Seats are comfortable. The speedometer only showed up to 60 mph, within the engine's capacity. No sign of overheating. Clutch satisfactory, lower gears much quieter than on previous Austins. Brakes suspension and steering were not at all bad but could be made better. Synchromesh was added to the gearbox in mid 1933. Other minor improvements included: illuminated semaphore direction indicators, side deflectors for the front door windows and an interior visor, a lockable metal spare wheel cover. The Twenty remained available as a Ranelagh limousine or landaulette both on a wheelbase of 11 ft 4in., £595, or as a Whitehall saloon with a 10 ft wheelbase £515. Flush direction indicators with automatic return. Bumpers are fitted fore and aft. The spare wire wheel and its tyre are now carried in the boot and the luggage platform on the door can be swivelled to one side. Dip and switch of the headlamps is controlled by a foot button. The Jackall four-wheel hydraulic jacks, workable from inside the car, will raise all four wheels at once or the front and back ones in pairs. The brakes are of Girling type. Road test The engine has been greatly improved in its running as to its smoothness and refinement probably due to the revised carburation. Synchromesh is often obstructive for second gear. The landaulette will do about 65 miles an hour in top gear. Price £650, landaulette and limousine. :Produced: • 1933— 629 • 1934— 491 • 1935— 555 • 1936— • 1937— 380 ==28 Six-cylinder engine==

New body July 1938 The last of the Austin range to be given Dick Burzi's new body shape it was announced twelve months after the entry into production of Austin's update of their Sixteen into their stubby-nosed Eighteen, a 50% more powerful engine in a longer-nosed (by 18 inches) body. The new body which only shared its general appearance with the smaller Eighteen was described as notable for its roominess and luxurious comfort. Generous seating with a flat unobstructed floor together with draught-free ventilation by sliding quarter windows, sound insulation for all the steel body panels and generous luggage accommodation were further new features. The cylinder bore was increased by 7 mm from 79.35 to 86.36 mm lifting cubic capacity from 3.4-litres to 4-litres. The tax rating was increased from 23.42 to 27.75 but the power output went up from @2,600 rpm to a reported @3,200 rpm. ==References==