A New Austin Ten

Manawatu Times, Volume 64, Issue 171, 22 July 1939, Page 2

A New Austin Ten

STYLISH NEW MODEL WITH A SPARKLING PERFORMANCE

SALOONS AND TOURERS OF EXCEPTIONAL APPEAL

The sensation caused but a few week* ago by the announcement of an Austin Eight of novel dosign is likely to find a recurrence in the release of a sensational new Ten by this famous company. This new car, without any sacrifice of the sturdy, honest qualities which rendered its predecessor so successful — over .175,000 Austin Tens have been produced during the past seven years—embodies many improvements dictated by the growing desire for every refinement in small or medium-sized cars. The new Austin Ten is offered either as a four-door saloon with fixed or slidinghead or as a highly attractive fourseater tourer. For head and leg-room at back and front, and for driving visibility, this new Austin can also claim full marks. The all-steel body displays a sweeping line at once graceful and practical. The rear boot accommodates seven cubic feet as well as tho spare wheel, and the rear panel when dropped forms a platform 29in. by 20in. for one cwt. of additional luggage. Large windows of toughened glass, large-dial instruments, a winding windscreen control giving very wide open ing, a flush-fitting sliding roof, instantly adjustable front seats, and a convenient cubby hole, are further refinements of the saloon model. The tourer has very practical and neat all-weather equipment, the hood folding away unobtrusively when not in use, and the screens being accommodated in a special compartment. In addition the touring model has a sports-type windscreen that can bo folded flat on to the scuttle if desired. The chassis of this new Austin reveals a radical change in design which has enabled weight to be saved and strength to be augmented at one and the same time. Tho chassis proper consists of a platform braced with box members and bounded by reversed U channelling. The body mates With the chassis along these side channels, its sill being bolted (not welded) to the top and bottom of the channelling alternately to give a close series of staggered connections. The Austin Ten power unit is of straightforward and robust 4-cylinder sidevalve design with a very rigid crankshaft and large-diameter main bearings, to ensure extreme sweetness of running. The cubic capacity of 1125 c.c. is derived from a bore of 63.5 mm. and a stroke of 89 mm. The R.A.C. rating is 9.996 h.p. and 32 b.h.p. is developed at 4000 r.p.ra. The cylinders and crankcase are cast as one, and the crankshaft is supported in three bearings of the bi-metal type. The camshaft, from which the oil pump and distributor drives are taken, is itself driven by a close-centre duplex roller chain. The cams are contoured for quiet operation and lift the valves through barrel-type tappets. The pistons are of anodised aluminium alloy, and have oil control rings. Cylinder wall lubrication is ensured by drilled connecting rods. The cylinder head is of the high compression aluminium-alloy type, and a Zenith downdraught carburetter with air silencer is employed, fed by AC pump from a six-gallon rear tank. Ignition is by coil, distributor and 14 mm. plugs, and tho automatic advance and retard has a supplementary vacuum control to give the best timing at all speeds. The oil reservoir incorporates a tray, and the gauze oil filter is assembled to the pump. Cooling is by thermo-syphon with large connections and assisted by fan. Rapid warming-up is ensured by the provision of a thermostat in tho cylinder head outlet. Power insulation is provided by "live" rubber mountings for engine and silencer*, which oliminate power-pulse even at the lowest speeds. Transmission of power is by a Borg and Beck? clutch with spring drive, to a four-speed gearbox with synchomesh engagement for 2nd, 3rd and top. The gear ratios are 5.375, 8.23, 13.08 and 21.6 to 1 with a 27.8 to 1 reverse. The pressed-steel banjo-type roar axle with shafts receives the power via a Hardy-Spicer propeller shaft with needle-bearing universal joints. The final drive is by spiral bevel, and the design is such that the crown wheel and differential assembly is quickly detachable without dismounting the axle, and the axle shafts can also bo withdrawn without axle dismantling. Long flat springs of low periodicity at front and tear are anchored with silentbloc bushes and shackled with plain bushes, the shackles being adjustable for side play. Both front and rear springs are controlled by Luvax piston - typo double * acting hydraulic shock absorbers, and provide a remarkably smooth suspension. The brakes are of full Girling design, completely balanced with individual adjustments on each brake and differential operation as between front and rear to accord with the forward transfer of axle load as the brakes are applied. The easy-clean wheels are equipped with Dunlop extra low pressure tyres. Hourglass steering is employed, forward mounted to give a convenient column rake and ensuring perfect steering irrespective of spring deflection. The forward track-rod has Thompson selfadjusting connections, and a flexible steering wheel is fitted. The electrical system is 12-volt, with compensated voltage control for the chargo from .<■, large ventilated dynamo. In respect of general dimensions the Austin Ten is found to bo quite a substantial car. The near track is 4ft., and wheelbase 7ft. 9Jin. Overall it is 13ft. Ifin. long and 4ft. 10iin. wide. Finally, it is most lavishly equipped with numerous important items including foot-operated dip-and-switeh headlamps, electric horn, electric clock, dual electric windscreen wipers with remote drive, automatic-return direction indicators, combined stop-ahd-thU light, illuminated large-dial instruments, bumpers with over-riders, and luxurious appointments. The equipment also includes a generous set of tools, with a special jack operating from the bumper brackets. For sheer refinement and performance at a most modest price, this new Austin Ten will certainly be hard to beat.