Austin Gipsy
Austin Gipsy
Series I
It was in 1952 that the
Austin Motor Company produced the Austin
Champ under a military contract and was fitted with a Rolls
Royce engine manufactured at Longbridge. The Champ was used by
various Armies around the world. A civilian version was produced
using the engine from the Austin A70 Hereford. It only sold in
small numbers, and the Champ production ceased in 1956.
It is against this background that the Experimental Department
looked at a completely new design, that would compete with the Land
Rover, using the experiences gained with the Champ.
It really was starting with a clean sheet, one of the first
decision they took was to adopt a new type of suspension that was
called "Flexitor," which the army at their Bagshot Heath, Fighting
Vehicles Research Department had been testing on a military
trailer. So what impressed the Austin development engineers, the
units did not need lubrication, and coped well with repeated impact
over bumps. But would it be suitable for a four wheel drive
vehicle, there was only one way to find out, build a
prototype.
This was then carried out,
and the team were happy with the results. One advantage with this
system was that the units gave a natural damping to the suspension,
and with the addition of hydraulic shock absorbers made for a
controlled ride. The "Flexitor" units had been developed by Alex
Moulton, who had produced the rubber cone on the Mini along with
the hydrolastic on the 1100. They were manufactured by Moulton
& Co Ltd. part of the Avon Group in Bradford-on-Avon. So using
this system gave independent suspension all round by using trailing
arms on which to mount the wheel hub.
Prototypes were built and a
road proving programme started, testing was carried out on test
tracks and also a 200 mile daily round trip with a full ½ ton
payload around the local countryside and back to the factory each
day for inspection. The heating and comfort was fine in the summer,
but in the winter period it was necessary to wear some heavy
sweaters and coats. One of the early modifications was to
re-routing the exhaust to exit at the RH side of the vehicle rather
than to the rear, as in this position exhaust fumes were been
pulled back into the interior.
At MIRA (the Motor Industries Research Assoc.) near Nuneaton
Warwickshire, this purpose built facility, for hire to any
interested automotive company, has the capability of testing
virtually any type of vehicle from high speed cars to cross-country
trucks. The facilities there consisted in those days of various
types of track, rough road (Belgian Pave, which is largish smooth
stones cemented into a road bed) off road track, dust tunnel, water
splash trough even a banked high speed outer track. The Pave
testing gave the equivalent of a total vehicle life in 2,000 miles
of testing, so rough that drivers needed to switch after 30 minutes
of driving.
Pave testing at
MIRA
From the outset it had been
designed as a rugged cross-country vehicle, the chassis used oval
section welded steel box-section, and had a wheel base of 90
inches, which was 2 inches longer that the SWB Land Rover. Attached
to the chassis at six points was the all steel body (unlike the
Land Rover aluminium body) which was made from sheet steel with box
section reinforcement.
The bodies were built and
trimmed at Nuffield Metal Products Common Lane Birmingham. Although
the steel bodies were put through the 'Rotodip' for protection
against rust, in service rust did become a problem. The final
painted and trimmed bodies were then transported to Longbridge for
the final assemble (MK I). The MK II & MK IV were assembled at
Adderley Park Birmingham.
Longbridge
production East Works Series I
It was powered by the 2,199
cc four-cylinder petrol engine that was in the Austin A70 Hereford.
It had proved to be reliable and although only producing 62 bhp @
4,000 rpm power is not everything, torque is more important for
this type of vehicle at 110 lbs/ft at just 1,500 rpm. Also
available was a diesel engine of 2,178 cc which had its engine
speed governed at 3,100 rpm and produced 55 bhp.
Petrol
- - - - - - - -
- - - - - - - - - - Diesel
With a four-speed gear-box
with synchromesh on all forward gears, and a transfer box giving
the operator the choice of either rear-wheel drive in high ratio,
neutral for power take-off or four wheel drive in low ratio.
Maximum payload was put at 10 cwt,along with a maximum drawbar pull
3000 lbs. This transfer box was superior to the one fitted to the
Land Rover as with a little practice you could change between low
and high ratio whilst on the move.
With Land Rover having such
a hold on the market, it was difficult for the Gipsy
(or Gippo as it
was nicknamed at the factory with typical Birmingham slang)
to be
recognised a serious competitor. On factor was that it was only
available in one chassis length, with the Land Rover having two
with numerous body styles. Various publicity stunts were carried
out to arouse public interest. In Birmingham the local car dealer
had a 1 in 1 slope to prove that the Gipsy was a serious
competitor. It attracted good media publicity, but the police were
not keen as they felt that motorist would be distracted seeing the
Gipsy on the roof, so after a few weeks it was all
removed.
Birmingham Garage
1960
Longbridge used the idea
and constructed its own 1 in 1 slope back to back version. The
scary part was at the top when you had to descend and could not see
the slope.
The Gipsy was available
with various options that allowed the Gipsy to carry out many
tasks.
Welding
A belt drive
that can power various attachments
__________________________
It was in the annual two
weeks shut-down in July 1960, that the Gipsy track was transferred
from East Works Longbridge to Adderley Park Birmingham and
installed in No1 Machine Shop, as the Longbridge factory
space was needed for the Mini engine production. So all the Series
I were made at Longbridge, with Adderley Park now producing the
Series II Gipsy. This also meant that the Experimental Department
also moved from Longbridge.
Gipsy
Experimental Dept. Adderley Park
Note the Gipsy on the left
is a military version which has quarter bumpers added above the
standard bumper. The next Gipsy is the department's recovery
vehicle.
Gipsy
production line at Adderley Park
Series II
There were various detail
changes made to the suspension and steering in the Series II to
improve cornering and reduce tyre wear, the 'Flexitor' unit had now
a softer rubber compound, and because of problems with the trailing
arm cracking under harsh conditions, heavier gauge metal was now
used. The hydraulic shock absorbers were replaced with lever type
dampers, and the ground clearance was improved. The steering-box
was repositioned and now had a split track-rod, which was necessary
because of the increased wheel travel afforded by the new
'Flexitor' units. As the Gipsy has to be filled up with fuel in
remote places, the fuel tank now has a filler neck that can be
extended to make it easier to fill from a
jerrican.
LWB (111
inches) Pick-Up
A long wheel base version
was added at 111 inches just one inch longer that the Land Rover,
with heavy duty leaf springs connected to a beam axle at the back
with the 'Flexitor' system at the front. There were various body
changes, the most obvious were the new fresh air vents mounted on
the front wings, below the windscreen were added a larger
ventilator. The doors were now conventional with a proper
galvanised handles and sliding glass windows. A pick-up version was
also available which had a fibre-glass hard top, and had a payload
of 15 cwt. A change was made to the transfer box, so that with the
now two levers, so that both high or low ratios could be selected
in four-wheel drive.
It was in 1962 that to get some publicity a Series II SWB Gipsy
with a team of London University Students, completed the climb up
Britain highest mountain, Ben Nevis, just 4,406 ft to the
summit.
Looking at the
task in hand
Nearly
there
Attempts were made to
dislodge Land Rover from their monopoly of supplying vehicles to
the Armed Force but this was never very successful. In fact less
than twenty were supplied, although the government did order
several hundred for the AFS in the even of a nuclear attack. They
remained in Government hands for nearly 30 years in storage. They
were then sold off, much to the delight of collectors, who were
able to purchase virtually new vehicles that were almost 30 years
old, the ultimate GARAGE sale for Gipsy enthusiasts.
Market research shown that there was a need for more variants to
fulfil the requirements of customers around the world. The Gipsy's
were imported into various countries around the world, the only
Gipsy's built outside the UK, was in Bogotá, in Colombia, South
America by a company called Colmotores who assembled them from
(CKD) complete knocked down kits, the venture only lasted about 3
years.
__________________________
G4 M10 was SWB
G4 M15 was LWB
Time for another update,
for the Series III to be announced, but at the end of 1962, the
replacement was called Series IV, and was given the title G4, of
which no less that 25 different versions were now available. The
standard suspension was now the semi-elliptic springs with beam
axles. One of the main reasons for abandoning the Flextor, was the
imprecise steering, it was on the wooly side, although it was very
predictable. The 'Flexitor' version was still available al-round on
the Short Wheel Base (SWB) and only on the front for the LWB, as it
did give a more car like ride.
G4 Chassis and
suspension
There were various
advantages in using the beam axle, as going over bumps, the axle
moved with the semi-elliptic springs allowing ground clearance to
be maintained and the steering was more precise on the road. A
bonus also was that on the short wheelbase version the turning
circle was reduced from 42 ft to 35 ft and on the long wheelbase
from 53 ft to just 43 ft.
Power from the petrol engine was increased by 10 bhp to 72 at 4,000
rpm, although the torque only increased by 2 lbs/ft to 112 lbs/ft
at 1,500 rpm. The diesel engine now produced max power of 55 bhp at
3,500 rpm and the torque figure of 89 lbs/ft at 2,800 rpm. With the
increased power the transmission was still well within its capacity
to cope, in fact the transmission was though by many to be superior
to the Land Rover, as it was possible to change into high or low
ratios whilst on the move.
New Front
Styling
Rear Lights
& Steps
Although it still looked
like a Gipsy, one of the obvious changes was the split front grille
with a curved bottom part, which was detachable for installation of
a winch and gave easy access to the steering box. The front bumper
now had towing eyes, the fresh air vents on the front were now on
the side near the doors. At the rear the lights were now flush with
the rear panel, and protected by a handle like
guard.
There were improvements
inside with the instruments now in front of the driver in a
full-length facia, in the centre as an optional matching ammeter
and tachometer. On the passengers side was a lockable glove
compartment and grab-handle, with more sound proofing, and improved
seating and with matching door trims and armrests made it more
comfortable to drive. The stalk on the steering column operated the
horn and dip switch.
With twenty-five standard models available along with numerous
options, there was a model that would cater for all customers
needs. One unusual standard model that you could order was a Fire
Tender version.
Longbridge
Works Fire Tender MK II
Morris Engines
Fire Tender
Austin Gipsy
Fire Tender at Unipart Oxford
The occasion was the retirement of the Superintendent
_________
For people who wanted to
have their own body type, it was available as chassis - scuttle
from the factory. If you did not need four wheel drive, it was
possible to order it with only rear wheel drive. With this latest
version the Gipsy was slowly beginning to make its mark in the
market place. Plans were been made to increase production. when the
Adderley Park factory had a major fire in 1963, which resulted in
some lost orders. The Flexitor suspension option was dropped in
1965, and the G4 was now slowly gaining recognition in the market
place.
It was at this stage that plans were considered to give the Body a
major face lift. Artist impression on what was been considered is
below. I thing that if it had been produced as shown, it would have
lost its rugged charm.
In 1966 the merger between
BMC and Jaquar took place and in 1968 it joined forces with Leyland
Motor Corporation. With the new company BLMC making two competing
ranges of four-wheel-drive vehicles, Land Rover and Austin, it was
not too long before the Austin Gipsy was phased
out.
Series I
Date when launched February 1958
Discontinued in March
1960
Total produced 6,418
Longbridge build
Engine
2,199 cc 62 bhp at 4,000 rpm Max torque 110 lbs/ft at 1,500
rpm
Diesel
2,178 cc 55 bhp at 3,100 rpm Max torque 89 lbs/ft at
2,800
Main measurements
Length 11ft 8.9ins Width 5ft 6.8ins Height 6ft 2.8ins
Wheelbase 7ft 6ins Track front 4ft 7ins rear 4ft 6ins
Price ex Works
£650
Series II Adderley Park
Build
Date when launched March 1960
Discontinued in October
1962
Total Adderley Park Build
14,790 (Series II & VI)
Engine
Petrol
2,199 cc 62 bhp at 4,000 rpm Max torque 110 lbs/ft at 1,500
rpm
Diesel
2,178 cc 55 bhp at 3,500 rpm Max torque 89 lbs/ft at
2,800
Main measurements SWB
Length 11ft 8.9ins Width 5ft 6.8ins Height 6ft 2.8ins
Wheel Base 7ft 6ins Track front 4ft 7ins rear 4ft 6ins
Main measurements LWB
Length 13ft 7.8ins Width 5ft 6.8ins Height 6ft 2ins
Wheelbase 9ft 3ins Track front 4ft 7ins rear 4ft 6ins
Price ex Works (Sept 1960)
Petrol £650 Diesel £755
Series IV Adderley Park
Build.
Date when launched Oct 1962
Discontinued 1969
GM 10 was the SWB
GM 15 was the LWB
Price ex Works
Oct 1965 SWB Petrol £680 Diesel £785
---------
--LWB
Diesel £750 Diesel £860
All measurements were the same as the Series II
Engine Power was increased
only on the Petrol
Petrol 2,199 cc 72 bhp at
4,000 rpm Max torque 112lbs/ft at 1,500 rpm
Diesel 2,178 cc 55 bhp at 3,500 rpm Max torque 89lbs/ft at 2,800
rpm
Main measurements SWB
Length 11ft 8.9ins Width 5ft 6.8ins Height 6ft 2.8ins
Wheelbase 7ft 6ins Track front 4ft 7ins rear 4ft 6ins
Main measurements LWB
Length 13ft 7.9ins Width 5ft 6.8ins Height 6ft 2ins
Wheelase 9ft 3ins Track front 4ft 7ins rear 4ft 6ins
The Series I was only
available in Fawn, then a Dark Green was added.
With the Series II it was increased to four colours. Fawn, Green.
Blue and Grey.
Finally the Series IV had old English White, Dove Grey, Haze Blue
and Almond Green, and for the Fire Tender a Bright Red.
Brochures Pictures and
Adverts
also Special Vehicles
This conversion was carried out in
Pietersburg SA by Mr J T Wallace, and carried six people, three of
them in the front of the self build caravan. It travelled 10,800
miles including the Sahara and managed seventeen MPG. Gross vehicle
weight was 2 tons.
In
1962, under the auspices of the Bournville Youth Project scheme,
Project Crusader, four young Cadbury employees motored to the Holy
land.
