Austin 1800 Windsor

Austin 1800 MK I med 4-cylindret rækkemotor

Efterfølgeren til Austin Cambridge og forgængeren til Austin Princess.


1. registrering d. 31. december 1965. Bilen har været ejet af Frants Kostending ved Rold Skov. Ejeren før ham var en pilot fra Ålborg som solgte nilen til Frants da han skulle emigrere til Dubai. Han havde ikke bilen i ret lang tid, men han købte bilen i 2009 på Fyn.

Austin'en har registreringsnr. ZY 39.154 og bilen har nyere hvide plader på.


Stor bil med forhjulstræk...


Ankommet til Samsø d.1.8.2011.

Austin 1800 1964-1975: 221.000 eksemplarer.
Motor: 1798 ccm - 80 HK - Tophastighed 155 km/t
0-100 km/t: 13.7 sec - 9.5 km/liter
Vægt: 1200 kg


BMC ADO17 was the model code used by the British Motor Corporation (BMC) for a range of cars produced from September 1964 to 1975 and sold initially under its Austin marque as the Austin 1800. The car was also sold as the Morris 1800 and Wolseley 18/85, and later as the Austin 2200, Morris 2200 and Wolseley Six. In Denmark it was sold as the Morris Monaco. Colloquially known as the "Landcrab", the 1800 was voted Europe's Car of the Year for 1965 ­ the second year of the award, and a second successive contest win for the UK, the Rover P6 having won the award a year earlier.[1]

The model proved a strong competitor in endurance rallying finishing second in the 1968 London-Sydney Marathon and achieving three of the top 20 positions in the 1970 London to Mexico World Cup Rally.


1 Development

1.1 Mark II

1.2 Mark III

2 Australia

3 Home-market 6-cylinder models

4 Unpopularity

5 References

6 External links



[edit] Development



It was developed at BMC as the large-car follow-up to the successful Mini and Austin 1100 under the ADO17 codename. Additional badge-engineered Morris 1800 and Wolseley 18/85 variants were launched, in 1966 and 1967, catering for BMC dealerships selling these marques, and their loyal customers.

The car was unconventional in its appearance in 1964, with its large glasshouse and spacious, minimalist interior including leather, wood, and chrome features plus an unusual instrument display with ribbon speedometer and green indicator light on the end of the indicator stalk. There was a chrome "umbrella handle" handbrake under the dashboard parcel shelf, and the two front seats met in the middle and could be used, on occasion, as a bench seat. Both Alec Issigonis and Pininfarina worked on its exterior. The technology "under the skin" was also unconventional and ahead of its time, including Hydrolastic suspension and an example of inertia-controlled brake proportioning, in the form of a valve which transferred braking force between front and rear axles as a function of sensed deceleration rather than as a function of fluid pressure. The bodyshell was exceptionally stiff with a torsional rigidity of 18032 Nm/degree, this was greater structural rigidity than many modern cars up to the end of the century.[2]

Progressive improvement was a feature of most cars in this period, but the number and nature of the changes affecting the early years of the Austin 1800 looked to some as though the car had been introduced without sufficient development work. A month after its launch, in December 1964, reclining front seats and the option of an arm rest in the middle of the back seat were added to the specification schedule.[3] A month later, in January 1965, the final drive ratio reverted to the 3.88:1 value used in the prototype, from the 4.2:1 ratio applied at launch: this was described as a response to "oil-consumption problems": January 1965 also saw the indicator switch modified.[3] At the same time, higher gearing and reduced valve clearances cut the published power output by 2 bhp but cured the "valve-crash" reported by some buyers when approaching top speed on one of Britain's recently constructed motorways.[3] The manufacturer quietly replaced the "flexible, flat-section dipstick" which, it was said, had caused inattentive owners to overfill the sump after inserting the dipstick back to front so that the word "Oil" could not be seen on it.[3] Subsequent modifications included changing, repositioning and re-angling, the handbrake in October 1965,[3] removing the rear anti-roll bar and rearranging the rear suspension at the end of 1965, at the same time adjusting the steering to address a problem of tire scuffing,[3] and fitting stronger engine side covers in January 1966 along with modified engine-mounting rubbers which now were "resistant to de-bonding".[3] February 1965 saw water shields fitted to the rear hubs[3] and the car's steering rattle cured by the judicious fitting of a spacer,[3] while the propensity of early cars to jump out of first and second gears was addressed by the fitting of a "synchronizer".[3] Further improvements followed the launch of the Morris 1800 early in 1966. Gear cables were revamped to deal with "difficult engagement" of first and third gears in cold weather,[3] and the seat mountings were adapted to increase rake in May 1966.[3]

In June 1967, without any fanfare of press releases, a modified version of the 1800 started turning up in domestic market show rooms with repositioned heater controls, a strip of 'walnut veneer' on the fascia and separate bucket seats replacing the former split bench seat at the front.[4] Various other criticisms seem to have been quietly addressed at the same time, including the announcement of more highly geared steering which now needed only 3.75 rather than 4.2 turns between locks,[4] although the actual modification had applied to cars produced since September 1966 (and, in the case of Australian cars, some time before that).[3] This was also the point at which the car received a differently calibrated dipstick, giving rise to rumours that engine problems on some of the early models had resulted from nothing more complicated than the wrong calibration of the dipstick causing the cars to run with the wrong level of engine oil; the manufacturers insisted that the "recalibration" of the dipstick was one of several (unspecified) modifications, and urged owners not to use the new dipsticks with older engines.[5]

The Mark I's doors were later used on the Austin Maxi and larger Austin 3-Litre (ADO61) model.

[edit] Mark II

In May 1968 a Mark II version was launched. This featured a cheaper and more conventional interior, revised front grilles and other trim, and for the Austin and Morris models the slim, horizontal rear lights were replaced by vertical "fin" lights which gave a family look along with the smaller ADO16 range. The Wolseley retained its unique rear lights. Other changes included a higher second gear and final drive ratio for the manual transmission, and conventional suspension bushes replaced the far superior roller bearings fitted to the Mark I. The compression ratio was increased and maximum power output boosted by 5 bhp to a claimed 86 bhp.[6]

In 1969, the sills and doors from the 1800 (with Mark II exterior handles) were used on the bodyshell of the otherwise new Austin Maxi, apart from that both models have little interchange ability.

By 1970, a 97 bhp (72 kW) "S" model with twin SU HS6 carburettors, a 120 mph speedometer and sporty-looking badging was available.

[edit] Mark III

Further, less dramatic modifications heralded a Mark III version in 1972. This had another change to the front grille (now a shared style for the Austin and Morris) and interior, including a conventional handbrake. At this point six-cylinder versions were introduced ­ the Austin 2200, Morris 2200 and Wolseley Six. While 1800 versions of the Austin and Morris were continued, the Wolseley 18/85 was dropped.

[edit] Australia

By 1966 Australia was described as BMC's leading world market.[7] The 1800 was introduced in Australia in November 1965[7] as the Austin 1800, with a Mark II version being introduced in 1968. Australian-produced vehicles started out with a claimed local content of 65­70% along with an undertaking from the manufacturers to raise the level to 95% in line with government requirements by the end of 1968.[7] Initially the cars were generally identical to their British contemporaries, however the local production was quickly modified to suit the harsher roads and climate of Australia. Modifications to the British Mark I design included raised suspension trim height, the provision of a large, heavy sump guard and better sealing against dust. The Australian Mark II was notable in retaining the lower final drive ratio of the Mark I's manual transmission (but not the lower second gear), and, with the exception of the initial production run, was fitted with a dual circuit hydraulic braking system manufactured locally by Paton's Brake Replacements (PBR) Pty. Ltd. Despite offering the safety of a dual circuit system, it was generally held to be inferior in performance to the earlier Girling equipment. The Australian Mark II was also originally fitted with an alternator manufactured locally by Electricity Meter & Allied Industries Limited (EMAIL), a company better known for its kilowatt-hour meters and household appliances. However, in the event of failure, most EMAIL alternators were replaced by Australian-made Lucas units.

A version unique to Australia was the Austin 1800 Utility, a coupe utility variant which was produced by from 1968 to 1971.[8] Over 2,000 examples were built.[8]

Per capita, the Australian model sold better than anywhere else in the world. Ironically, it represented the tail-end of popularity of British-designed cars in Australia. In the Australian market, it offered a roomy and advanced 4-cylinder alternative to the popular 6-cylinder models such as the Holden Kingswood, which used conventional engineering based on American principles.

In 1971, the Australian subsidiary of BL replaced the 1800 with the facelifted "X6" models known as Austin Tasman and Austin Kimberley. These featured new front and rear styling and a 2.2 litre 6-cylinder E series OHC engine (the first front wheel drive car with a transversely mounted six cylinder engine), as well as an updated interior. The X6 series was intended to compete more effectively with the Australian-made rear-wheel drive six cylinder family cars of Holden, Ford and Chrysler. These cars were also offered in New Zealand as Morris models. Despite technical superiority, the X6 was commercially inferior, being superseded by the Leyland P76 in 1973.

As a one-off prototype, an Australian 1800 Mark II body was fitted with the 4.4 litre V8 and modified three-speed automatic transmission of the P76 in the BLMC (Australia) Victoria Park works at Zetland, New South Wales. This vehicle was reportedly shipped to British Leyland in the UK and never seen again.

[edit] Home-market 6-cylinder models

The range 2.2 litre straight-six engine used in the Australian "X6" cars eventually made it into the British ADO17s (Austin Drawing Office) in 1972; the British 6-cylinder models were known as the Austin 2200, Morris 2200 and Wolseley Six.

The ubiquitous doors even appeared on the further upmarket Austin 3-Litre of 1968 and, at prototype stage, Bentleys and Rolls-Royces.

[edit] Unpopularity

The 1800 and 2200 were not strong sales successes. While they were technically interesting, and offered a roomy interior and comfortable ride, they struggled to find a place in the market. Early unreliability, a typical BMC trait, did not help. The packaging expertise that seemed a miracle in the Austin Mini and Austin 1100, was much less relevant in a larger car, so that the car seemed to be 'between sizes', oversized and not a direct competitor for the market slot that it was aimed at. In modern terms, it is the same external size as a Mark 1 Ford Focus, but has the interior space of a Mondeo. The driving position was also a little too 'bus like' for some. Issigonis' refusal to acknowledge consumer interest in something more stylish and less eccentric cost the car dearly in sales, and it never achieved the volumes planned for it.

Some 386,000 examples of all variants were produced in just over a decade, with the Austin badged versions being the most common; some 221,000 units were produced.[9]

In early 1975, all three models were replaced by the wedge-shaped ADO71, or 18­22 series, which bore the Austin and Morris (1800 and 2200) names, while the Wolseley variant had no official model name save for being marketed as "the Wolseley saloon". From late 1975 all ADO71 models were marketed under the Princess name. The Wolseley name was no more.


BMC ADO17 var den model, kode, der bruges af British Motor Corporation (BMC) for en række af biler produceret fra September 1964 til 1975 og solgte i første omgang under dens Austin marque som Austin 1800. Bilen blev også solgt som Morris 1800 og Wolseley 18/85, og senere som den Austin 2200, Morris 2200 og Wolseley Six. I Danmark blev det solgt som Morris Monaco. Daglig tale kendt som "Landcrab", blev i 1800 stemt Europas Car of the Year for 1965 - det andet år af prisen, og en anden efterfølgende konkurrence sejr for Storbritannien, Rover P6 have vundet prisen året før [1. ]


Modellen viste en stærk konkurrent i udholdenhed rally nummer to i 1968 London-Sydney Marathon og opnå tre af de 20 stillinger i 1970 London til Mexico World Cup Rally.



1 Udvikling

1,1 Mark II

1,2 Mark III

2 Australien

3 Hjem-market 6-cylindrede modeller

4 upopularitet

5 Referencer

6 Eksterne links


[Redigér] Udvikling

Morris 1800 Mark I (til venstre) og en senere Mark III model; foran sammenligning af visningen

Morris 1800 Mark I (til højre) og en senere Mark III model; bageste sammenligning viewIt blev udviklet på BMC som den store bil opfølgning på den succesfulde Mini og Austin 1100 under ADO17 kodenavn. Yderligere badge-udviklede Morris 1800 og Wolseley 18/85 varianter blev lanceret i 1966 og 1967, catering til BMC forhandlere sælge disse Marques, og deres loyale kunder.


Bilen var utraditionelle i sit udseende i 1964, med sin store drivhus og rummelige, minimalistisk interiør herunder læder, træ og krom funktioner plus et usædvanligt instrument display med bånd speedometer og grønne indikatorlampe i den ende af indikatoren stilk. Der var en krom "paraply håndtag" håndbremsen under instrumentbrættet hattehylden, og de to forreste pladser mødtes i midten og kan bruges til tider som en bænk. Både Alec Issigonis og Pininfarina arbejdede på sit ydre. Den teknologi "under huden" blev også ukonventionelle og forud for sin tid, herunder Hydrolastic affjedring og et eksempel på inerti-kontrollerede bremse proportionering, i form af en ventil, som overføres bremsekraften mellem for-og bagaksel som en funktion af fornemmede deceleration snarere end som en funktion af væsketryk. Den karrosseriet var usædvanlig stiv med en torsionsstivhed af 18032 Nm / grad, dette var større strukturelle stivhed end mange moderne biler op til slutningen af ??århundredet. [2]


Gradvis forbedring var kendetegnende for de fleste biler i denne periode, men antallet og arten af ??de ændringer, der påvirker de tidlige år af den Austin 1800 så ud til nogle, som om bilen var blevet indført uden tilstrækkelig udviklingsarbejde. En måned efter lanceringen i december 1964 blev tilbagelænet forsæder og mulighed for en arm hvile i midten af ??bagsædet føjet til specifikationen tidsplanen. [3] En måned senere, i januar 1965 vendte tilbage den endelige udvekslingsforhold til 3.88:1 værdi, der anvendes i prototypen, fra 4.2:1 forhold anvendes ved lanceringen: Dette blev beskrevet som en reaktion på "olie-forbrug problemer":. januar 1965 også året, hvor indikatoren kontakten modificeret [3] På samme tid, højere gearing og reduceret ventilafstand skære de offentliggjorte udgangseffekt med 2 hk, men kureret "ventil-crash" rapporteret af nogle købere, når du nærmer topfart på en af ??Storbritanniens nyligt bygget motorveje. [3] Producentens roligt udskiftet med "fleksibel , flad-sektion målepinden ", som det blev sagt, havde forårsaget uopmærksom ejere til at overfylde sumpen efter isætning af oliepinden tilbage til fronten, således at ordet" olie "ikke kunne ses på den. [3] Efterfølgende ændringer omfattede skiftende, repositionering og re-lystfiskeri, håndbremsen i oktober 1965 [3] at fjerne den bageste anti-roll bar og omarrangere baghjulsophæng i slutningen af ??1965, samtidig med at justere styretøjet til at løse et problem med dæk rivning, [3] og montering kraftigere motor sidedæksler i januar 1966 sammen med modificeret motor-montering gummi, der nu var "resistente over for de-bonding". [3] februar 1965 oplevede vand skjolde monteret på den bageste nav [3] og bilens styretøj rangle kureret ved velovervejet montering af en spacer, [3], mens tilbøjeligheden for tidlige biler til at hoppe ud af første og andet gear blev behandlet ved montering af et "synkroniserings". [3] Yderligere forbedringer fulgte lanceringen af ??Morris 1800 tidligt i 1966 . Gear kabler blevet moderniseret for at beskæftige sig med "vanskelige engagement" af første og tredje gear i koldt vejr, [3] og Sædets forankring blev tilpasset til at øge rake maj 1966. [3]


I juni 1967, uden fanfare af pressemeddelelser, startede en modificeret version af 1800-tallet dukkede op i den indenlandske marked viser værelser med repositioneres varmelegeme kontrol, en stribe "valnød finer 'på facader og separate skålformede sæder som erstatter det tidligere delt bænk på forsiden. [4] Forskellige andre kritikpunkter synes at have været stille og roligt op på samme tidspunkt, herunder annoncering af mere højt gearet styretøj, der nu behøves kun 3,75 snarere end 4,2 skiftes mellem sluserne, [4], selvom den faktiske ændring havde ansøgt til biler produceret siden september 1966 (og, i tilfælde af australske biler, nogen tid før dette). [3] Det var også det punkt, hvor bilen fik en anderledes kalibreret oliepinden, der giver anledning til rygter om, at motorproblemer på nogle af de tidlige modeller havde et resultat af noget mere kompliceret end den forkerte kalibrering af målepinden hvilket får biler til at køre med forkert niveau af motorolie, fabrikanterne insisterede på, at "rekalibrering" af målepinden var en af ??flere (uspecificerede) ændringer, og opfordrede ejerne til ikke at bruge den nye maalepind med ældre motorer. [5]


Mark I døre blev senere brugt på Austin Maxi og større Austin 3-Liter (ADO61) model.


[Redigér] Mark IIIn maj 1968 en Mark II-version blev lanceret. Det bød på en billigere og mere traditionelle interiør, reviderede frontgrillen og andre trim, og for Austin og Morris modeller den slanke, vandrette baglygter blev erstattet af lodret "fin" lyser som gav en familie udseende sammen med de mindre ADO16 rækkevidde. The Wolseley bevaret sin unikke baglygter. Andre ændringer omfattede en højere andet gear og endeligt udvekslingsforhold for manuel gearkasse, og konventionel affjedring buske erstattet den langt overlegen rullelejer monteret på Mark I. kompressionsforhold blev forøget, og maksimal effekt boostet med 5 hk til en påstået 86 hk [6].


I 1969 blev karme og døre fra 1800 (med Mark II udvendige håndtag), der anvendes på karrosseriet til den ellers nye Austin Maxi, bortset fra, at begge modeller har lidt udveksle evne.


I 1970 blev en 97 hk (72 kW), "S" model med dobbelt SU HS6 karburatorer, en 120 km / h speedometer og sporty udseende badging til rådighed.


[Redigér] Mark IIIFurther, mindre dramatiske ændringer indvarslede en Mark III version i 1972. Dette havde en anden ændring af frontgrill (nu en fælles stil for Austin og Morris) og interiør, herunder en konventionel håndbremse. På dette tidspunkt seks-cylindrede versioner blev introduceret - den Austin 2200, Morris 2200 og Wolseley Six. Mens 1800 versioner af Austin og Morris blev fortsat, var Wolseley 18/85 droppet.


[Redigér] AustraliaBy 1966 Australien blev beskrevet som BMC førende på verdensmarkedet. [7] 1800 blev indført i Australien i november 1965 [7], som Austin 1800, med en Mark II-version ved at blive indført i 1968. Australsk-producerede køretøjer startede ud med en påstået lokalt indhold på 65-70% sammen med et tilsagn fra producenterne til at hæve niveauet til 95% i overensstemmelse med regeringens krav ved udgangen af ??1968. [7] Oprindeligt bilerne var generelt identiske til deres britiske samtidige, den lokale produktion dog blev hurtigt ændret til at passe til barskere veje og klima Australien. Ændringer til den britiske Mark I design omfattede forhøjet suspension trim højde, levering af en stor, tung sump vagt og bedre forsegling mod støv. Den australske Mark II var bemærkelsesværdige i at bevare de lavere endeligt udvekslingsforhold af Mark I'er manuel gearkasse (men ikke lavere andet gear), og med undtagelse af den oprindelige produktion løb, var udstyret med en dobbelt kreds hydraulisk bremsesystem fremstillet lokalt af Paton er Brake Replacements (PBR) Pty Ltd trods tilbyde sikkerheden ved et dobbelt kredsløb, blev det generelt anset for at være underlegen i ydelse til den tidligere Girling udstyr. Den australske Mark II var også oprindeligt forsynet med en generator fremstilles lokalt af elmåler & Allied Industries Limited (EMAIL), et selskab, bedre kendt for sin kilowatt-time målere og husholdningsapparater. Men i tilfælde af svigt, var de fleste EMAIL vekselstrømsgeneratorer erstattet af australsk-made Lucas enheder.


En version er unikke til Australien, var den Austin 1800 Utility, en coupe hjælpeprogram variant, som blev produceret af 1968 til 1971. [8] Over 2.000 eksempler blev bygget. [8]


Per capita, solgte den australske model bedre end noget andet sted i verden. Ironisk nok repræsenterede halen-enden af ??populariteten af ??britisk-designede biler i Australien. I det australske marked, tilbød det en rummelig og avanceret 4-cylindret alternativ til den populære 6-cylindrede modeller som Holden Kingswood, som anvendte konventionel teknik baseret på amerikanske principper.


I 1971 erstattede den australske datterselskab af BL i 1800 med den facelifted "X6" modeller kendt som Austin Tasman og Austin Kimberley. Disse featured ny front og bag styling og en 2,2 liters 6-cylindrede E-serien OHC motor (den første forhjulstrukne bil med en tværliggende monteret sekscylindrede motor), samt en opdateret interiør. Den X6-serien var at konkurrere mere effektivt med den australske-made baghjulstræk sekscylindrede familie biler af Holden, Ford og Chrysler. Disse biler blev også tilbudt i New Zealand som Morris modeller. På trods af tekniske overlegenhed, var X6 kommercielt underlegne, vil blive afløst af Leyland P76 i 1973.


Som en one-off prototype, var en australsk 1800 Mark II krop er udstyret med den 4,4 liters V8 og modificeret tre-trins automatisk transmission af P76 i BLMC (Australien) Victoria Park arbejder på Zetland, New South Wales. Dette køretøj var angiveligt sendt til British Leyland i England og aldrig set igen.


[Redigér] Hjem-market 6-cylindret modelsThe vifte 2,2 liters straight-seks motor, der bruges i den australske "X6" biler efterhånden gjort det til det britiske ADO17s (Austin Tegnestue) i 1972, den britiske 6-cylindrede modeller var kendt som Austin 2200, Morris 2200 og Wolseley Six.


Den allestedsnærværende døre endda dukket op på den videre upmarket Austin 3-liter i 1968 og på prototype-stadiet, Bentleys og Rolls-Royces.


[Redigér] UnpopularityThe 1800 og 2200 var ikke stærke salgssucceser. Mens de var teknisk interessant, og tilbød et rummeligt interiør og komfortabel kørsel, de kæmpede for at finde en plads på markedet. Tidlig upålidelighed, en typisk BMC træk, hjalp ikke. Emballagen ekspertise, syntes et mirakel i Austin Mini og Austin 1100, var langt mindre relevant i en større bil, så bilen syntes at være "mellem størrelse", overdimensionerede og ikke en direkte konkurrent til markedet slot, at det var rettet på. I moderne vilkår, er det den samme eksterne størrelse som en Mark 1 Ford Focus, men har det indvendige rum i en Mondeo. Kørestillingen var også en lidt for 'bus som' for nogle. Issigonis 'afvisning af at anerkende forbrugernes interesse i noget mere elegant og mindre excentriske kostede bilen dyrt i salget, og det har aldrig opnået de mængder planlagt for det.


Nogle 386.000 eksempler på alle varianter blev produceret i lidt over et årti, med Austin badged versioner er den mest almindelige;. Ca 221.000 enheder blev produceret [9]


I begyndelsen af ??1975 blev alle tre modeller erstattes af kileformede ADO71, eller 18-22 serien, som bar Austin og Morris (1800 og 2200) navne, mens Wolseley variant havde ingen officiel modelnavn spare op til at blive markedsført som " den Wolseley Saloon ". Fra slutningen af ??1975 alle ADO71 modeller blev markedsført under prinsessens navn. Den Wolseley navn var ikke mere.


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