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Sporting Cars on Road & Track:
The Super-Sports Austin Seven
By 'Open Throttle'
Published in "Motor
Sport", February 1925
When the ordinary model of the Austin Seven made
its appearance in the year 1923, few motorists had the
slightest idea that it was destined to reach the high
position it occupies to-day in the esteem of the sporting
motorist, and the present "Brooklands" Super-Sports
model certainly opens up possibilities for many a keen
owner to whom the ownership of a really fast car had
previously been a cherished ambition.
If the successes of this model have caused astonishment
among racing men in our own country, its remarkable
feats on the Continent have created something in the
nature of complete bewilderment to the followers of
road and track events across the channel, where it has
literally swept the board in competition with ultralight
cars of long-standing reputation.
I had long looked forward to an opportunity of trying
one of the latest models over my own pet testing ground,
to see whether the little Austin, in racing trim, possessed
roadworthy qualities comparable with its track performance,
and the car used for the purpose was taken straight
from the stock of Messrs. George England, Ltd., who
are responsible for the various modifications of this
particular model, the chassis being, of course, supplied
by The Austin Motor Company, Ltd.
Observations as a Passenger.
In accordance with my usual testing practice, I decided
to travel for the first few miles in the passenger's
seat, in order to observe points about the car which
one is liable to overlook when taking the wheel immediately.
The first thing that impressed me was the amount of
room for a passenger of average dimensions, and that
no sensation of being cramped exists. The pneumatic
upholstery is quite delightful and the riding position
gives one the impression of being part of the car, which
is increased by the correct angle of the squab and the
foot-rest, the latter providing a housing for the accumulator.
The first hill was approached by a blind right hand
bend, and though the driver had no previous knowledge
of the somewhat tricky turn, his quick manipulation
of the gear showed that the Austin is certainly very
handy to control. In fact, at this early stage of the
test, it appeared as if there was at least 20 h.p. available
under the bonnet, instead of a modest "Seven."
Part of the course included some long straight stretches,
with a very rough surface, and this provided an excellent
test for the suspension system when travelling at high
speed. On one occasion the rear springs " bottomed
" over a double pot-hole, but as the combined weight
of the passengers amounted to well over 23 stone, this
could not be wondered at. Subsequently I discovered
that the rear shock absorbers were adjusted rather too
tightly, which undoubtedly had some influence on the
suspension generally.
Hedsor Hill is somewhat deceptive as a brake testing
gradient, for the sharp turn half way down necessitates
the sudden application of the brakes, but the car was
kept well in control by the use of the front and rear
wheel brakes alternatively, even when making a very
fast descent. On this particular car, it appeared that
the brakes were a little fierce in action, probably
due to want of a good run in, but otherwise I could
make no adverse comments.
Hill Climbing Tests.
I took over the wheel at Bisham and being well acquainted
with the hard climb through the woods to Winter Hill,
wondered if the Austin would require a spell of bottom
gear. At the foot of this hill I dropped into second
gear and the rev, counter immediately went up to 3,500,
which dropped slightly on rounding the hairpin bend.
At first it seemed as if bottom gear would be needed,
but I had underestimated the Austin acceleration, for
on getting into the straight again, on the next part
of the climb, the revolutions rose to just over 4,000,
thus enabling me to use top gear before the summit was
reached.
The greasy surface at the hairpin bend seemed to present
great opportunities for a first-class skid, but though
I actually tried one, the little car kept to its even
course and refused to oblige even with the slightest
suspicion of tail-wag.
Though the car is not obviously intended for colonial
conditions, I could not resist the temptation of .trying
it at a " stunt " hill in the neighbourhood.
I think this particular hill is very little known at
present. It boasts of a very greasy limestone surface,
crossed by two deep water courses and a maximum gradient
of between i in 3 and I in 4. The severity of the hill
may be judged by the fact of a notice board stating
: "Motor Vehicles Not Allowed Through Here,"
it having been discovered last year when attempting
to find a gradient which an Alvis Sports would not climb.
Perhaps I was guilty of attempting the first part of
the climb at too high a speed, as unfortunately one
of the wheels slipped into a water course, which pulled
the car up with a jerk. As this occurred at the very
steepest part of the climb, it was intended to run down
and try again ; but on making an attempt to get away,
I found to my surprise, that with the aid of the 14.5
to r bottom gear, the car pulled itself out with ease
and finished the climb on top without the least signs
of distress.
Touring Comfort.
On concluding the test for hill climbing, the return
journey was made over good roads, which gave the opportunity
of judging how the car would behave under ordinary fast
touring conditions. At a speed of 5o miles an hour,
it seemed as if one could keep on driving for ever without
fatigue, though naturally one has to become accustomed
to the difference between driving a miniature car and
one of the ordinary dimensions.
Whilst it holds the road admirably, the Austin Sports
is distinctly lively, but gives no suggestion of the
"pea on a drum" effect, of which it is sometimes
unjustly accused.
The engine gets on with its business in a contented
kind of way and the careful selection of gear ratios
never gives rise to an undue screaming, if the gear
change is manipulated properly. The exhaust has a pleasant
note and the careful tuning to which all models of this
type are subjected results in a rhythmical roar, free
of all spluttering or other irregularities at all engine
speeds.
Technical Observation.
At the finish of the test, the Boyce motor-meter, fitted
to the radiator cap, proved that the engine was remarkably
cool, even after the long spells of second speed gear
work in which we indulged. I can truthfully use the
word "indulged," as the second gear is so
delightful,that it was called upon on many occasions
for the purpose of getting up a good speed on the level,
as well as for surmounting steep gradients.
On second gear there is no difficulty in attaining 4,000
revolutions per minute, and at no opening of the throttle
can any trace of a "fiat spot" be detected.
Two Zenith carburettors of the 30 H.K. type are employed,
these being mounted on two induction pipes arranged
between the three exhaust pipes leading to the manifold.
A casual examination of the engine rev* eals very few
departures from the standard lay-out, but consist in
a high compression cylinder head, a high lift camshaft,
and special pistons and timing gear. To permit of the
high engine speeds, light Celerity valves are used in
conjunction with double springs and specially designed
tappets. Particular care has been paid to the lubrication
system, which is effected by forced feed to the big-ends
through the drilled crankshaft.
The gear box is quiet in action and by the use of a
special crown wheel and pinion, in the rear axle, the
following ratios are provided : First speed, 14.5 to
1. Second speed, 8.17 to 1. Top speed, 4.09 to I.
In its general construction and dimensions the chassis
is standard, which is a tribute to the design of the
original Austin Seven, but the body work is of a patent
construction, framed in three ply and white wood, with
aluminium panelling. To aid in securing a perfect streamline
effect, a special undershield is fitted and both front
and rear axle are " faired " in accordance
with racing practice. Normally, the bucket seats are
staggered to the extent of nine inches ; but can, if
so desired, be made to suit the requirements of individual
purchasers.
The equipment includes Hartford shock absorbers, specially
adapted to the springs, C.A.V. electric lighting and
an A.T. revolution counter, calibrated to show miles
per hour on top gear.
A Boyce motor-meter is included as standard and the
spare wheel is carried in a very ingenious manner in
the tail, being readily accessible by the removal of
the streamlined cover which projects a few inches above
the top of the body. Plenty of luggage room is available
behind the seat squabs' and another feature of the body
construction is four sliding panels, giving access to
the brake adjustment and regulators for shock absorbers.
NORTH LONDON M.C.C.
Prof. A. M. Low presided over the fifth annual dinner,
a large party of members and guests were present.
Professor Low spoke of the amenities of club life and
the excellent record of the club in particular. He quoted
as an example the London rally of motorists, held each
Whit Monday, which attracted over 1,200 enthusiasts
to the Alexandra Palace last June.
Mr. Alan W. Day, the hon. secretary, stated that the
1924 season had been spoiled to a great extent by the
continued bad weather, and that several of the more
important events had been cancelled. He dwelt upon the
inadvisability of the formation of numerous local clubs,
a direction in which there has been considerable activity
in the past few months, and pointed out that the best
interests of the sport as a whole were not served by
a multitude of small organisations who could never run
events on a large scale and who rarely survived beyond
their first season. During the past three years no fewer
than eight local clubs have been formed in North and
North West London, seven of which are now defunct.
The various trophies and awards secured during the season
were distributed, and special mention was made of the
handsome Ivison Cup, presented each year by Mr. A. J.
M. Ivison, vice-president, and of the Cuffe Cup, giVen
annually by Mr. G. E. Cuffe, the late trials organiser,
who is now in Assam.
The engine capacity being only 747.5 cubic centimetres,
qualifies the car for all sporting events in the 750
c.c. category, and as each example is sold with a "
Brooklands " certificate of 75 miles per hour,
it may be taken that there is every reason for expectir
g a track speed of at least 80 miles per hour after
the necessary amount of running in.
The price of the machine in racing trim is £265,
and a hood screen and wings can be fitted as extras
if desired, though these take nearly To m.p.h. off the
maximum speed.
The Bentley Range of Models.
As the Bentley Speed Model has achieved a worldwide
reputation, one is rather too ready to think of the
name in connection with sporting machines alone. The
Bentley range of models includes all types, such as
the two-seater, the four-five seater tourer and saloons,
these various models being suitable for motorists other
than the racing and sporting owner.
Bradshaw Engines.
We have received from James Walmsley & Co. (Preston),
Ltd., Frank Street, Preston, an interesting booklet
giving full details of the 350 c.c. overhead-valve Bradshaw
engine. We understand that readers desirous of obtaining
a copy can do so if they apply to Walmsleys, mentioning
The BROOKLANDS GAZETTE, and enclosing stamps for postage.
M.C.C. Souvenir.
The Motor Cycling Club is issuing an artistically designed
Souvenir to past and present members of the Club who
have gained Gold Medals in any LondonEdinburgh Run.
It is 2 in. in diameter, enamelled in two colours, and
costs Io /—, Application for the Souvenir should
be made to the Captain of the Club, Mr. W. H. Wells,
Moss Hall Lodge, North Finchley, N. 12.
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