Austin 25-30 [1] | |
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The oldest Austin, 1907 Heritage Motor Centre, Gaydon | |
Overview | |
Manufacturer | Austin |
Production | 1906-1907 |
Assembly | Longbridge plant, Birmingham, United Kingdom |
Powertrain | |
Engine | 4-cylinder 5,182cc T-head |
Transmission | 4-speed gearbox |
Chronology | |
Successor | Austin 40 hp |
The Austin 25-30 is a motor car. It was the first automobile produced by newly established British car manufacturer Austin.
In the last week of April 1906 a large body of motorists travelled to Longbridge "where snow lay full three inches deep on the ground and was still falling fast" to see the new Austin car, a conventional four-cylinder model with chain drive.The engine's tax rating would have been 32 hp. It was also available in a cheaper version as a 15/20 hp [note 1] complete at £500 (chassis, £425) as well as the 25/30 hp for £650 (chassis, £550). The sole concessionaire for sale of the cars was Mr Harvey du Cros junior [2] (1872-1928).
Between April and October 1906 only 23 cars, mostly 25-30s were sold. This was minute when compared with the output of the whole British motor industry. In the following 12 months to October 1907 147 cars of all models were sold. [3]
The 25-30 was manufactured for more than a year with a total of 65 cars produced. [4] It was replaced in 1907 by the Austin 40 hp which used a bored out (4¾ in x 5 in) and simplified 25-30 engine. [3]
The frame was made of very stiff section steel. A subframe was provided to make the engine clutch and gearbox one unit. By the standards of its day the chassis was entirely orthodox but it was of first class quality and provided excellent reliability. [3]
Austin 25-30 | |
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Overview | |
Manufacturer | Austin Motor Company |
Layout | |
Configuration | straight four |
Displacement | 318 cu in (5,182 cc) |
Cylinder bore | 4.5 in (115 mm) |
Piston stroke | 5 in (127 mm) |
Output | |
Power output | 23 bhp (17 kW; 23 PS) @900 rpm Tax horsepower 32.8 |
Chronology | |
Successor | Austin 40 hp |
Previous Herbert Austin cars for Wolseley Motors, which Austin founded, kept horizontal engines after vertical engines became the norm. Herbert Austin allowed his refusal to specify vertical engines to become the contract-breaking component of his disagreements with the Wolseley directors. He would provide a list of very pressing reasons for giving preference to horizontal engines. This 25-30, the first car bearing his own name, had a vertical engine. Either Austin reviewed his stance and changed it or his backers made him change.
This vertical straight 4-cylinder 318 cu in (5185 cc) T-head engine with 4½ in bore x 5 in stroke (114 mm x 127 mm) [1] was automatically governed to a maximum of 900 rpm. [3]
Each cylinder is a separate casting. [1]
The carburettor is an automatic diaphragm Krebs type. The automatic throttle is coupled to the centrifugal governor which is mounted on the same shaft as the fan and can only be controlled by the accelerator pedal. The magneto is driven from the inlet valves' camshaft as is also the commutator and the pump for the engine lubrication system. [1]
On the right hand side of the engine there is dual ignition at each cylinder first from the magneto supplying low-tension power to complex ignitors inside the inlet valve caps and again from conventional high-tension sparking plugs through a distributor from the accumulator (battery) dynamo and coil. The low tension igniter and the high tension sparking plug are mounted on the inspection cover above the inlet valves. [1]
A low tension make-and-break contact spindle rises diagonally from its camshaft through the main casting so it makes or breaks contact with the insulated contact pillar on the inlet valve cap. The necessary quick-break action comes from a coil spring at the bottom of the spindle. The high-tension sparking plugs are close alongside the contact pillars. [1]
The exhaust poppet valves are on the other side of the engine. Arranged symmetrically at the top of the engine the inlet and exhaust valves are interchangeable. [1]
The valves have a detachable cover over each valve giving easy access for adjusting seating or complete withdrawal. Between the cams and tappets there are fingers which can be set with the engine running. There is a similar arrangement for the ignition tappets. However the timing of the ignition can be varied with a lever above the steering wheel. The lever moves a timing shaft which moves the tappet pivot-pins inward or outward. The axis of the commutator shaft rocks at the same time. [1] This arrangement brought about oil sealing problems when pressure lubrication became more complicated. [3] The spur wheels that operate the two camshafts are enclosed in a neat dust-proof casing. [1]
There is a centrifugal water pump mounted on the front left of the crankcase casting to draw cooled water from the bottom of the radiator. Independently formed jackets surround each cylinder to carry the cooling water. When cast the lower end of the jacket is completely open. A dome-shaped fitting is inserted at the top for hot water to return to the radiator and the bottom is closed by the exterior of the cylinder casting. This form of construction is to eliminate any chance of overheating from undetected air pockets. [1]
A rectangular cross-section aluminium casting holds the five main bearings and the bearings for the two camshafts. This makes the sump below the crankcase independent and its removal does not disturb the engine's crankshaft or its bearings. Either camshaft can be removed sideways at any time through large doors which also give access to the small rock-levers through which the cams operate the pushrods. Another set of detachable doors on each side gives access to each big end bearing. The aluminium casting forming the crankcase rests on two cast-steel cradles which firmly hold the engine in the chassis. [1]
Oil is drawn from the sump by the oil pump and delivered to the three inner main bearings and to the other bearings within the crank chamber. Oil is led into the centre of the crankpins by oil scoops which lubricate the big end bearings from inside. The end main bearings and each of the four cylinders receive measured doses of oil through a mechanical automatic lubricator. This lubricator, driven by chain, contains positive pumps to force the oil through each of six feed-pipes. Mounted on the dashboard the lubricator's sight glasses give visual confirmation oil is circulating. [1]
The car was fitted with a four-speed gearbox and multiple disc clutch. In the first production car power was transmitted to the back wheels from the differential by chains though this system was noisy. A bevel-geared live rear axle was also available. [3]
calendar 1906 | calendar 1907 | calendar 1908 | |
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The Monosoupape, was a rotary engine design first introduced in 1913 by Gnome Engine Company. It used a clever arrangement of internal transfer ports and a single pushrod-operated exhaust valve to replace the many moving parts found on more conventional rotary engines, and made the Monosoupape engines some of the most reliable of the era. British aircraft designer Thomas Sopwith described the Monosoupape as "one of the greatest single advances in aviation".
A crankcase is the housing for the crankshaft in a reciprocating internal combustion engine. In most modern engines, the crankcase is integrated into the engine block.
A hit-and-miss engine or Hit 'N' Miss is a type of internal combustion engine that is controlled by a governor to only fire at a set speed. They are usually 4-stroke but 2-stroke versions were made. It was conceived in the late 19th century and produced by various companies from the 1890s through approximately the 1940s. The name comes from the speed control on these engines: they fire ("hit") only when operating at or below a set speed, and cycle without firing ("miss") when they exceed their set speed. This is as compared to the "throttle governed" method of speed control. The sound made when the engine is running without a load is a distinctive "Snort POP whoosh whoosh whoosh whoosh snort POP" as the engine fires and then coasts until the speed decreases and it fires again to maintain its average speed. The snorting is caused by atmospheric intake valve used on many of these engines.
The following outline is provided as an overview of and topical guide to automobiles:
The Austin 10 hp is a small car produced between 1910 and 1915 by the British car manufacturer Austin at their Longbridge, Worcestershire plant near Birmingham. 1,336 cars were made, 213 with the 1125 cc engine and 1,123 with the 1615 cc engine. Like the 1087 cc Austin 7 hp produced by both Austin and Du Cros's Swift Motor Company it was not very successful when sold with the small engine.
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The Austin 15-20 is the smaller-engined of the almost identical pair of new cars announced by Herbert Austin in February 1906. A very complete catalogue with detailed specifications was issued at the same time. As well as the engine's smaller bore the 15-20 differed from the 25-30 by being only available with a live rear axle and not chain-drive. Otherwise the specifications were the same, the very minor differences are detailed below.
The Vauxhall 20-60 is a four or five-seater saloon, limousine, tourer or coupé-cabriolet manufactured by Vauxhall of Luton. It was announced on 28 September 1927 with a six-cylinder engine and a four-speed gearbox. A cautious move downmarket. "The first time any six-cylinder Vauxhall has been sold under £1000!" "British & Vauxhall". The initial 2.7-litre engine was enlarged to 3-litres after twelve months.
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Wikimedia Commons has media related to Austin 25-30 . |
Austin Motor Company road car timeline | ||||||||||||||||||||||||||||||||||
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Type | 1900s | 1910s | 1920s | 1930s | ||||||||||||||||||||||||||||||
6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | |
Small family car | 7 hp | Seven | ||||||||||||||||||||||||||||||||
Eight | ||||||||||||||||||||||||||||||||||
10 hp | Ten | |||||||||||||||||||||||||||||||||
Family car | ||||||||||||||||||||||||||||||||||
12-14 | Twelve | Light Twelve | ||||||||||||||||||||||||||||||||
Heavy Twelve | ||||||||||||||||||||||||||||||||||
Twelve-six | Fourteen | |||||||||||||||||||||||||||||||||
Full-size car | 15 hp | Sixteen or Eighteen | Eighteen | |||||||||||||||||||||||||||||||
20 hp | Twenty | Twenty-Eight | ||||||||||||||||||||||||||||||||
15-20 | 18-24 | |||||||||||||||||||||||||||||||||
30 hp | ||||||||||||||||||||||||||||||||||
25-30 | 40 hp | |||||||||||||||||||||||||||||||||
50 hp | ||||||||||||||||||||||||||||||||||
60 hp | ||||||||||||||||||||||||||||||||||
Coupé / Roadster | ||||||||||||||||||||||||||||||||||
Taxi | Austin Twelve Top Hat | Austin Twelve Low Loader |