AUSTIN Car pictures, videos and ads. II

Austin Motor Company, Longbridge, England, UK, 1905-1952

Austin-ADO-BMC-Hillman-Hudson-Humber-Innocenti-Leyland-MG-Morris-Princess-Riley-Rosengart-Rover-Sunbeam-Vanden Plas-Wolseley

NCA001000430_001, 15-08-2007, 10:52, 8C, 7926x4014 (0+4), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9 — NCA001000430_001, 15-08-2007, 10:52, 8C, 7926×4014 (0+4), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

Fifty years of caring for the capital London Ambulance Service is 50 years old today (Wednesday 1 April) and will be celebrating with ‘ambulance drivers’ from the sixties meeting 21st century paramedics in old and new vehicles. Fifty years ago suited ‘ambulance drivers’ picked up patients and took them straight to hospital but today, highly skilled clinicians, many with paramedic science degrees, diagnose and treat patients at the scene of incidents. Chief Executive Dr Fionna Moore said: “Back in the old days we used to ‘scoop and run’ patients straight to hospital. There was just a stretcher, a splint and breathing apparatus in the back of an ambulance and staff had eight weeks training. “In contrast, today, we have a wide range of frontline staff, from emergency ambulance crew, through to advanced and consultant paramedics and have a paramedic at director-level on our Trust Board. Increasingly, our paramedics have a three-year paramedic science degree. They carry up to 30 different drugs and make life and death decisions about the most appropriate place to take a patient for treatment. Our ambulances are now kitted out with defibrillators to restart patients’ hearts and ECG machines to detect heart attacks.” Peter Hayman, 74, who worked for the Service from 1965 to 1994, attended the ceremony at County Hall to mark the creation of the new ambulance service. He said: “I remember we introduced an inflatable splint which we thought was revolutionary because all we really had back then was a satchel of bandages and dressings but it’s nothing compared to the kit they have on an ambulance today.” While technology and training has transformed the Service, Fionna says one thing which hasn’t changed is the commitment of ambulance staff to the health and well-being of Londoners. She said: “Fifty years ago the whole of the UK only had one million emergency calls for an ambulance. In London alone we now receive over 1.7m a year. “Ambula — Fifty years of caring for the capital
London Ambulance Service is 50 years old today (Wednesday 1 April) and will be celebrating with ‘ambulance drivers’ from the sixties meeting 21st century paramedics in old and new vehicles.
Fifty years ago suited ‘ambulance drivers’ picked up patients and took them straight to hospital but today, highly skilled clinicians, many with paramedic science degrees, diagnose and treat patients at the scene of incidents.
Chief Executive Dr Fionna Moore said: “Back in the old days we used to ‘scoop and run’ patients straight to hospital. There was just a stretcher, a splint and breathing apparatus in the back of an ambulance and staff had eight weeks training.
“In contrast, today, we have a wide range of frontline staff, from emergency ambulance crew, through to advanced and consultant paramedics and have a paramedic at director-level on our Trust Board. Increasingly, our paramedics have a three-year paramedic science degree. They carry up to 30 different drugs and make life and death decisions about the most appropriate place to take a patient for treatment. Our ambulances are now kitted out with defibrillators to restart patients’ hearts and ECG machines to detect heart attacks.”
Peter Hayman, 74, who worked for the Service from 1965 to 1994, attended the ceremony at County Hall to mark the creation of the new ambulance service. He said: “I remember we introduced an inflatable splint which we thought was revolutionary because all we really had back then was a satchel of bandages and dressings but it’s nothing compared to the kit they have on an ambulance today.”
While technology and training has transformed the Service, Fionna says one thing which hasn’t changed is the commitment of ambulance staff to the health and well-being of Londoners.
She said: “Fifty years ago the whole of the UK only had one million emergency calls for an ambulance. In London alone we now receive over 1.7m a year.
“Ambula

Leyland-Daf 400 V8 1991 Ambulance by 'Mountain' — Leyland-Daf 400 V8 1991 Ambulance by ‘Mountain’

NCA001000427_006, 15-08-2007, 10:33, 8C, 7926x3654 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9 — NCA001000427_006, 15-08-2007, 10:33, 8C, 7926×3654 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

Austin A40 Countryman MkI. The Countryman retained the same profile as the saloon

Austin GP4 A40 Countryman. Launched in 1949, the A40 Countryman provided an Estate car by using the Van as a base. This model continued even after the Somerset replaced the Devon and 35,000 were sold until 1956.

Austin A55 Mk II Cambridge Countryman. The A%% MkII Countryman was not launched until 1960, and was on sale for only about one year before the A60 Countryman superseded it.

Austin A125 Limousine DM1. An extended wheelbase limousine version of the Austin sheerline was offered, but it was not a success

Austin K8 Three-Way. Known as the 'Three-Way' Van because it had doors at the back and on both sides, the K8 was built from 1948-54 with bodywork by Carbodies. — Austin K8 Three-Way. Known as the ‘Three-Way’ Van because it had doors at the back and on both sides, the K8 was built from 1948-54 with bodywork by Carbodies.

Ex-John Lennon 1956 Austin Princess, A 60-year-old Austin Princess hearse with aircraft seats fitted by its previous owner JOHN LENNON is expected to fetch £250,000 at auction. See SWNS SWLENNON; The Beatles legend used the British car as his personal limousine after buying it secondhand in August 1971. Records show the car was registered in the name of John Ono Lennon to 3 Savile Row, which was the Mayfair address of The Beatles.

NCA001000431_001, 15-08-2007, 11:05, 8C, 7926x4014 (0+4), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9 — NCA001000431_001, 15-08-2007, 11:05, 8C, 7926×4014 (0+4), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

Austin Seven Swallow 1931. In 1927 the Swallow Sidecar Company decided to diversify into coachbuilding and commissioned Cyril Holland to design this body for the Austin Seven Chassis, thus producing the Austin Seven Swallow.

Austin 12/4 Pickup 1934. The Austin 'Light 12/4' had been introduced in 1933 with a 4-cylinder 1525cc engine. This replaced the older 12/4 which became known as the 'Heavy 12/4'. Austin trucks and vans were thought to be non factory products, but Austin advertisements for goods vehicles have been found — Austin 12/4 Pickup 1934. The Austin ‘Light 12/4’ had been introduced in 1933 with a 4-cylinder 1525cc engine. This replaced the older 12/4 which became known as the ‘Heavy 12/4’. Austin trucks and vans were thought to be non factory products, but Austin advertisements for goods vehicles have been found

Austin Twelve 'New Ascot' 1937. In 1937 the Austin 12/4 was restyled with a cowled radiator and more rounded bodywork. Only a 4-cylinder 1525cc side valve engine was offered, the 12/6 being dropped. — Austin Twelve ‘New Ascot’ 1937. In 1937 the Austin 12/4 was restyled with a cowled radiator and more rounded bodywork. Only a 4-cylinder 1525cc side valve engine was offered, the 12/6 being dropped.

JX 6282 1938 Austin 14/6 Goodwood Haworth

1957. This is when the BMC 'B' Series OHV engine and 4-speed gearbox were adopted and vehicles became known as 'JB' vans or for the badge engineered Austin alternative '101 vans'. Production continued until 1961 (Austin and Morris chassis numbers were not separated), with a final total of 48,620. — 1957. This is when the BMC ‘B’ Series OHV engine and 4-speed gearbox were adopted and vehicles became known as ‘JB’ vans or for the badge engineered Austin alternative ‘101 vans’. Production continued until 1961 (Austin and Morris chassis numbers were not separated), with a final total of 48,620.

Austin A35 RAC Van 1967. The AV8 Austin A35 Van was available until 1968, the last versions being offered with the 848cc engine for local journeys.

Austin A40 MkII Countryman is the 'Estate' version of the A40, differing only from the saloon by having a lift-up rear window and drop-down bootlid. — Austin A40 MkII Countryman is the ‘Estate’ version of the A40, differing only from the saloon by having a lift-up rear window and drop-down bootlid.

Austin A70 Utility 1952. This pickup used the chassis-cab unit which Austin already supplied to those who wanted to build their own coachwork onto it. The Hereford-based pickup was introduced in 1951, and prior to that Austin sold the Hampshire-based pickup. In Australia they had their own version, possibly locally built, and this had a longer cab superstructure and a wraparound rear window made of two pieces of glass.

Austin A95 Six. Launched in September 1956 the A95 superceded the A90 and was given a revised body without the 'cow hips' boot, and with a new grille. The 2,639cc six cylinder engine was upgraded to 92bhp. 28,000 were sold until the A99 Westminster replaced it — Austin A95 Six. Launched in September 1956 the A95 superceded the A90 and was given a revised body without the ‘cow hips’ boot, and with a new grille. The 2,639cc six cylinder engine was upgraded to 92bhp. 28,000 were sold until the A99 Westminster replaced it

Austin A99 Westminster. With a body designed by Carozzeria Pininfarina, the Austin A99 wrapped a monocoque body around the C-series 2912cc ohv 6-cylinder engine.

Austin A105 Westminster. The A105 had been introduced in May 1956, but in October 1956 it received the same longer boot body given to Westminsters and Cambridges.

Austin Ambassador 2.0 HL. Austin's Ambassador was able to have a lower bonnet line because the tall E-series 2200cc engine was discontinued and the O-series engines were lower. — Austin Ambassador 2.0 HL. Austin’s Ambassador was able to have a lower bonnet line because the tall E-series 2200cc engine was discontinued and the O-series engines were lower.

Austin Ambassador 1.7 L. The re-design of the Princess to make it into the 5-door Ambassador required extensive engineering. Harris Mann's team did the work — Austin Ambassador 1.7 L. The re-design of the Princess to make it into the 5-door Ambassador required extensive engineering. Harris Mann’s team did the work

Following a great day at Software Craftsmanship, Jason and I had a wonder around the grounds at Bletchley Park. I'd already spotted vintage cars on the internet so had already got my Tokina mounted ready for these kind of shots. We walked up the two garages, me stopping at each car to get bracketed exposures, and this Austin Ambulance was joint favourite. I do have another car I will upload soon, but a little more post processing will be needed... — Following a great day at Software Craftsmanship, Jason and I had a wonder around the grounds at Bletchley Park. I’d already spotted vintage cars on the internet so had already got my Tokina mounted ready for these kind of shots.
We walked up the two garages, me stopping at each car to get bracketed exposures, and this Austin Ambulance was joint favourite. I do have another car I will upload soon, but a little more post processing will be needed…

Austin FE 1957. The FE from 1955 wears the 'Series III' iteration of the Morris FV cab. — Austin FE 1957. The FE from 1955 wears the ‘Series III’ iteration of the Morris FV cab.

TBT 768 1957 Austin FV "Jessica" — TBT 768 1957 Austin FV “Jessica”

Austin FX3 Taxi. Produced from 1948 until 1958, the FX3 sold 13700 units. FX3s were not fitted with a front nearside door, as this was used for storing luggage.

Austin 152 Camper Van. The Austin 152 was the Austin version of the Morris J2 launched in 1956

Austin 152 Van. Introduced in 1956 the Austin 152 (and Morris J2) was a 15cwt commercial with a unitary body and a 1489cc B-series engine.

Morris LD Van 1966. Launched in 1952 as a 1-tonne van, the LD was available as both Austin and Morris. By 1960 the LD was upgraded to LD-M20 and the 1½ton LD-30.

Austin Mini Moke. The Mini Moke was designed by Alec Issigonis and intended for the British Army as a lightweight vehicle that could be dropped from aircraft. The military did not take to the Moke and it 1964 it was launched as a recreational vehicle to the general public.

Photographic Negative - Glass — Photographic Negative – Glass

Austin Eighteen. Available for 1938 and 1939 the Austin Eighteen had a six cylinder 2510cc engine.

Austin Ten Light Utility 1941, Often called the 'Tilly' — Austin Ten Light Utility 1941, Often called the ‘Tilly’

Austin Ten Light Utility 1941. The Austin Ten pickup was based on the Austin Ten saloon.

Austin Ten Light Utility 1943. Powered by the Austin Ten 1230cc sidevalve engine, this Tilly was the main car production during the War years.

MG Magnette IV became the Magnette IV when the 1622cc engine replaced the 1500

Morris Oxford Series VI - the curvy grille of the 1622cc Farina Oxford, the series VI — Morris Oxford Series VI – the curvy grille of the 1622cc Farina Oxford, the series VI

Vanden-Plas Princess 4litre Limousine. In 1960 the Austin name was dropped and Vanden-Plas became the brand. This is the 4litre DM4 model

Vanden-Plas Princess 3-litre MkII. Launched in October 1959 as the Austin Princess 3-litre, it was rebranded "Vanden-Plas" in May 1960. Underneath the skin lay Austin A99/Wolseley 6/99 mechanics put together at the Vanden-Plas Kingsbury Works. — Vanden-Plas Princess 3-litre MkII. Launched in October 1959 as the Austin Princess 3-litre, it was rebranded “Vanden-Plas” in May 1960. Underneath the skin lay Austin A99/Wolseley 6/99 mechanics put together at the Vanden-Plas Kingsbury Works.

Vanden-Plas Princess 3-litre MkII. The MkII was launched in 1961 when siblings Austin A99 and Wolseley 6/99 were upgraded to Austin A110 aqnd Wolseley 6/110. All got a 120bhp engine and handling changes

Vanden-Plas Princess 4-litre R was an amalgamation of the Princess 3-litre (Austin A110) body to the Rolls-Royce 3909cc FB60 engine. Intended to be a "mini Bentley" (Both Rolls-Royce and Bentley versions were prototyped), sales were slow. From 1964 to 1968 only 6500 were sold, but 10% of projection. — Vanden-Plas Princess 4-litre R was an amalgamation of the Princess 3-litre (Austin A110) body to the Rolls-Royce 3909cc FB60 engine. Intended to be a “mini Bentley” (Both Rolls-Royce and Bentley versions were prototyped), sales were slow. From 1964 to 1968 only 6500 were sold, but 10% of projection.

Austin A55 Hearse. This conversion is by Woodall Nicholson.

AUSTIN Car pictures, videos and ads I

AUSTIN Car pictures, videos and ads. I

Austin Motor Company, Longbridge, England, UK, 1905-1952

Austin-ADO-BMC-Hillman-Hudson-Humber-Innocenti-Leyland-MG-Morris-Princess-Riley-Rosengart-Rover-Sunbeam-Vanden Plas-Wolseley

Armstrong Siddeley 30HP Landaulette advert 1921

1929 Austin Seven Van

NCA001000429_001, 15-08-2007, 10:44, 8C, 7926x4988 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9 — NCA001000429_001, 15-08-2007, 10:44, 8C, 7926×4988 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

NCA001000428_007, 15-08-2007, 10:43, 8C, 7926x3654 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9 — NCA001000428_007, 15-08-2007, 10:43, 8C, 7926×3654 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

BMC first introduced the motoring public to the "big Farina family" in 1958 with the Wolseley 15/60, a year later BMC announced less luxurious Austin and Morris versions to cater for the masses. The A55 Cambridge Mk II featured the new Farina saloon body and was powered by the trusty 1489cc B-series used in the Mk I but now with a SU carburettor, previously only found on rival Nuffield cars — BMC first introduced the motoring public to the “big Farina family” in 1958 with the Wolseley 15/60, a year later BMC announced less luxurious Austin and Morris versions to cater for the masses. The A55 Cambridge Mk II featured the new Farina saloon body and was powered by the trusty 1489cc B-series used in the Mk I but now with a SU carburettor, previously only found on rival Nuffield cars

Not all my collected pictures are fitting so I begin with part II

AMERICAN AUSTIN CAR COMPANY

American Austin Car Company 1929-1956

Not to be confused with Austin Automobile Company or Austin Motor Company.

American Austin Car Company
Industry	Automobile
Fate	Acquired by American Rolling Mills
Founded	1929
Defunct	1956
Headquarters	Butler, Pennsylvania
Products	Vehicles

1931 American Austin

1931 American Austin 7

The American Austin Car Company was an American automobile manufacturing corporation. The company was founded in 1929, and produced motorcars licensed from the British Austin Motor Company from 1930 through 1934, when it filed for bankruptcy.

In 1935 the company was reorganized under the name American Bantam. Production resumed in 1937 and continued through 1941, including the first prototype of what later became the Jeep.

History

American Austin Car Company was founded in 1929, in Butler, Pennsylvania in premises that had belonged to the Standard Steel Car Company. Their intention was to assemble and sell in the United States a version of the Austin 7 car, called American Austin. After some initial success the Great Depression set in, and sales fell off to the point that production was suspended. In 1934 the company filed for bankruptcy.

The automobile was designed in the hopes of creating a market for small-car enthusiasts in the United States. The cars had 747 cc (45.6 cu in) inline-four engines, enabling the car to return 40 mpg_-US (48 mpg_-imp; 5.9 L/100 km), and travel 1,000 miles or 1,600 kilometres per 2 US qt (1.7 imp qt; 1.9 l) fill of oil. It was capable of 50 mph (80 km/h) in high gear. Styling resembled small Chevrolets, with Stutz– and Marmon-style horizontal hood louvres. The bodies were designed by Alexis de Sakhnoffsky and made by the Hayes Body Company of Detroit. The coupe was billed as a sedan, and sold for $445, slightly less than a Ford V8 roadster. The Great Depression made the cheaper secondhand cars more appealing, so sales dropped off.

More than 8,000 cars were sold during the company’s first (and best) year of sales, but sales fell off to the point that production was suspended in 1932. It restarted in 1934 with bodies now made in-house, but stopped again between 1935 and 1937.

About 20,000 cars were produced.

Beginning in the 1960s, the car gained a following with hot rodders, as well as among drag racers. The 75 in (1,900 mm) wheelbase made it attractive, even compared to the Anglia.

American Bantam

1939 American Bantam

In 1935, Roy Evans, a former salesman for Austin, bought out the bankrupt company, which was reorganized under the name American Bantam. The formal connection with UK Austin was severed, though a relationship was maintained. A series of changes was made to the American Austin car design, including a modified engine, and an exterior sheetmetal designed by Alexis de Sakhnoffsky.

Production was resumed in 1937, and continued through 1941. Despite a wide range of Bantam body styles, ranging from light trucks to woodie station wagons, only about 6,000 Bantams of all types were produced.

American Bantam’s 1938 model is famous for being the inspiration for Donald Duck‘s car. Donald Duck’s car was first seen in Don Donald (1937).

Original Jeep

Early Jeep

American Bantam also pioneered the first Jeep to a design by Karl Probst, still with rounded fenders, and built 2765 of these (more than half of which went to the British Army and some sent on to the Soviet Union after discontinuing the manufacture of passenger vehicles. Some of the motors and chassis were imported from Toledo, Ohio; the bodies were made at the American Bantam Car factory in Butler, Pennsylvania.

The company produced the most fuel-efficient engine and first prototype under the original tender specifications and was awarded the first contract, but because Willys Overland used a more powerful engine, and because elements favorable to Ford within the Quartermaster Corps claimed that Bantam lacked production capacity to produce the vehicle on the scale needed by the United States Department of War, the awarding of ongoing contracts was reopened. Eventually the U.S. Army gave the BRC (Bantam Reconnaissance Car) 40 designs to Willys-Overland and awarded the bulk of orders to Willys and Ford, while Bantam went on to produce Jeep trailers (T-3).

Later production

After Jeep production stopped, Bantam made two wheel trailers. This continued until the company was taken over by American Rolling Mills in 1956.

Gallery

Another view of the 1939 American Bantam
Bantam Model 60 Coupé 1938
Bantam Model 60 Roadster 1938
Bantam Model 60 Convertible 1939
American Bantam Model 60 Speedster Convertible 1939
An American Austin hood ornament

My own picture collection:

That was it !

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