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Austin Twenty

The Austin Twenty was a large automobile manufactured by the British Austin Motor Company from 1919 to 1939, featuring a side-valve four-cylinder engine of 3,610 cc that delivered approximately 45 horsepower, and it was offered in a range of body styles including tourers, limousines, and coupés.^[1] Introduced in April 1919 as the company's first post-World War I model, it represented Herbert Austin's initial focus on a single high-end design inspired by American mass-production techniques and the Hudson Super Six, with a base price starting at around £495 for an open tourer.^[1]^[2] Despite its reputation for reliability and suitability for long-distance travel, the model struggled with low sales—totaling only about 3,000 units by mid-1920—amid economic challenges and shifting market preferences toward smaller, more affordable vehicles, which nearly led to the company's bankruptcy and prompted diversification into models like the Austin Seven.^[1]^[2] In 1927, a six-cylinder variant (the 20/6) was introduced with a 3,397 cc engine producing 58 horsepower, enhancing refinement and extending production into the late 1930s with later updates including the 28 HP engine in 1937 and luxury options such as the Ranelagh limousine on an 11-foot-4-inch wheelbase, priced up to £675.^[1]^[3]^[4] The series, initially rated at 20 horsepower under the RAC formula, played a key role in Austin's recovery from early 1920s receivership by bridging the gap between mainstream cars and ultra-luxury marques like Rolls-Royce, though it was eventually overshadowed by the smaller Austin Twelve.^[2]^[3]

Development and Introduction

Origins and the One Model Policy

Prior to World War I, Herbert Austin focused on producing high-end luxury vehicles at the Austin Motor Company, including the 20 hp model, which was first displayed as a chassis at the Paris Motor Show in December 1912 and entered limited production around 1913 as a premium touring car targeted at affluent buyers. These pre-war efforts emphasized quality and sophistication but resulted in low-volume output, with models like the 20 hp featuring sophisticated engineering such as monobloc cylinder castings, reflecting Austin's experience in custom manufacturing during his earlier tenure at Wolseley.^[5] Following the Armistice in 1918, the British motor industry faced severe economic pressures, including labor shortages, raw material scarcity, and a flood of inexpensive American imports like the Ford Model T, which threatened domestic manufacturers' market share. Influenced by Henry Ford's assembly-line success, Herbert Austin announced a "one model policy" in early 1919, committing the Longbridge factory to mass-produce a single mid-range vehicle to achieve economies of scale, reduce costs, and compete directly with overseas rivals by targeting the growing middle-class market.^[1] Herbert Austin drew inspiration for the design from the American Hudson Super Six, which he had personally experienced during a visit to the US, aiming to replicate its reliability and performance in a British-built vehicle. This strategy aimed to utilize the plant's capacity of up to 150 cars per week while standardizing components across passenger cars, commercial vehicles, and even tractors, all powered by a common engine design.^[6] The Austin Twenty's initial design was inspired by the American Hudson Super Six, featuring a new side-valve four-cylinder engine adapted for simplicity and cost-efficiency through simplified fabrication techniques, such as pressed-steel components and a more straightforward side-valve engine layout to facilitate high-volume assembly.^[7] These modifications prioritized manufacturability over luxury, enabling a projected selling price around £495 for the base tourer to appeal to budget-conscious buyers in the austere economic climate.^[1] The model was introduced in April 1919 and first publicly displayed at the Olympia Motor Show in November 1919, marking Austin's bold entry into mass-market production and signaling a departure from the company's pre-war bespoke approach.^[8] Although the one-model policy initially boosted output, it was abandoned in mid-1921 amid receivership proceedings triggered by slower-than-expected sales.^[1]

Receivership and Company Recovery

In 1921, the Austin Motor Company entered receivership amid severe financial distress caused by overexpansion during World War I and a sharp post-war economic slump that eroded demand for its vehicles. The company's rapid growth, including significant wartime production at the expanded Longbridge factory, left it undercapitalized and vulnerable when peacetime markets contracted, exacerbated by government deflation policies that devalued assets by over 60%. Debts accumulated rapidly, with a debit balance on the profit and loss account reaching £1,883,601 for the 1920-1921 period and an additional £1,951,924 written off for stock, tools, and outstanding obligations, totaling liabilities exceeding £1 million.^[9] The Austin Twenty played a pivotal role in the company's recovery by enabling mass production at the Longbridge facility, which helped achieve economies of scale despite initial sales challenges under the one-model policy. Introduced in 1919 as the cornerstone of Herbert Austin's strategy to standardize production around a single 20 hp model, the Twenty allowed for streamlined manufacturing processes at Longbridge, where the factory had been enlarged for wartime output. Continued production and sales of the Twenty generated steady revenue during the receivership, contributing to a gross profit of £198,835 in 1922 and supporting overall stabilization as trading resumed under receiver Sir Arthur Whinney's management. By maintaining output of this reliable large car, the company preserved skilled labor and infrastructure, laying the groundwork for financial turnaround.^[9]^[10] By 1922, the strict one-model policy was abandoned in favor of diversification to broaden market appeal and accelerate recovery, with the introduction of lighter models such as the Austin Twelve while retaining the Twenty as the flagship offering. The Austin Twelve, a scaled-down four-cylinder variant of the Twenty's design, was launched in late 1921 to target more affordable segments hit hard by the economic downturn, marking a pragmatic shift from Herbert Austin's original vision of singular focus. This adaptation, approved after directors regained control on 5 April 1922, complemented the Twenty's ongoing production and helped restore profitability without abandoning the established large-car line.^[11]^[9]

Four-Cylinder Variant (1919–1930)

Engine Specifications

The Austin Twenty's four-cylinder engine was a 3,610 cc side-valve inline-four unit, with an RAC rating of 20 hp.^[5] In its initial 1919 configuration, the engine delivered 40 bhp at 2,000 rpm.^[12] The powerplant featured a cast-iron block and detachable cylinder head, along with wet cylinder liners for enhanced cooling and durability.^[9] It incorporated a single Zenith carburetor to manage fuel delivery.^[13] By 1927, output had progressed to 45 bhp at 2,000 rpm through refinements to the engine's internals.^[14] The fuel system relied on gravity feed from the rear-mounted tank in early models, with mechanical pump options available in later variants for improved reliability.^[9]

Chassis, Transmission, and Brakes

The four-cylinder Austin Twenty employed a conventional ladder-frame chassis, drawing inspiration from the contemporary Hudson design, which provided a sturdy foundation for various body styles. This setup featured rigid axles at both ends and a 130-inch wheelbase, ensuring stability for a large touring car of the era. Suspension was handled by semi-elliptic leaf springs on all four wheels, delivering a compliant ride suited to early 20th-century roads while maintaining simplicity in construction and maintenance.^[14]^[15] Power was delivered to the rear wheels via a four-speed manual transmission utilizing constant-mesh gears, a robust arrangement typical of post-World War I British engineering that prioritized durability over ease of shifting. Lacking synchromesh mechanisms—introduced only in later variants of the model—the gearbox required skilled double-clutching for smooth gear changes, particularly when downshifting. This system paired effectively with the inline-four engine, contributing to the vehicle's reputation for reliable long-distance motoring.^[16] Braking duties initially fell to cable-operated mechanical brakes acting solely on the rear wheels, a common limitation in 1919 designs that reflected the transitional state of automotive safety at the time. From 1925 onward, the system evolved to include rear-wheel drum brakes as standard, with front-wheel drums added to enhance stopping power across all four corners; these mechanical drums operated via cables and provided adequate control for speeds up to the model's limits.^[15] Early four-cylinder models demonstrated respectable performance for their class, attaining a top speed of 60–65 mph on favorable conditions, with acceleration from 0 to 50 mph taking approximately 25 seconds—figures that underscored the engine's torque-focused delivery rather than outright sprint capability.^[14]^[17]

Body Styles and Pricing

The four-cylinder Austin Twenty was available in a variety of standard body styles designed to appeal to a broad range of buyers, from families to professional users, emphasizing affordability and practicality during its production run from 1919 to 1930. The base model was the touring car, priced at £695, which provided open-air seating for five passengers and became the most popular configuration for everyday motoring.^[18] More upscale variants included the landaulette at £875, with a convertible rear section for flexibility between open and closed use, and the coupé at £850, intended for chauffeur-driven luxury with fully enclosed passenger compartment.^[18] These standard bodies were built by Austin at their Longbridge factory, but custom coachwork was a key feature of the model's versatility, allowing buyers to commission specialized designs. Renowned coachbuilders such as Mulliner, Windover, and Salmons provided options on the Austin Twenty chassis, including elegant sports tourers with lighter, aerodynamic lines for enhanced performance.^[19] The chassis-only price was £550, enabling such bespoke builds and contributing to the model's appeal among those seeking personalized vehicles.^[18] Pricing for the Austin Twenty demonstrated remarkable stability from 1919 through the 1920s, despite post-war economic challenges; after an initial adjustment from the announced £495 tourer price to £695 due to inflation, costs held steady, making it an accessible premium car compared to rivals like the Rolls-Royce Twenty.^[20] Vehicle weights varied by body style, ranging from 2,240 lb for the lighter tourer to 2,800 lb for the heavier limousine, influencing handling and load capacity on the shared 130-inch wheelbase chassis.^[18] This range of configurations and consistent pricing helped the Austin Twenty maintain strong market position as a reliable, value-driven large car.

Six-Cylinder Variants (1926–1939)

Introduction of the 20/6 Engine

In 1927, Austin Motor Company introduced the 20/6 engine as a significant evolution of its Twenty model, shifting from the original four-cylinder powerplant to a six-cylinder configuration primarily to achieve smoother operation and refined performance suitable for a premium touring car.^[1] This change addressed customer demands for less vibration and greater refinement in larger vehicles, drawing inspiration from contemporary American designs like the Hudson Super Six that Herbert Austin had encountered during his travels.^[1] The engine debuted at the October 1926 London Motor Show, where it was positioned as an upscale alternative to the existing Twenty, offering enhanced luxury without compromising the model's reputation for reliability and value.^[1] The 20/6 was a 3,397 cc inline-six with side-valve architecture, featuring a cast-iron monobloc cylinder block, detachable head, and aluminium crankcase for efficient cooling and durability.^[21] Pushrod actuation operated the side-mounted valves, contributing to the engine's quiet and vibration-free character, while a four-bearing crankshaft further minimized harmonics.^[22] It produced 58 bhp at 2,600 rpm, providing ample torque for effortless cruising and acceleration in a vehicle weighing around 2 tons.^[1] Performance testing of early 20/6-equipped Twentys demonstrated a top speed of approximately 70 mph, with fuel consumption ranging from 16 to 20 mpg under typical road conditions, balancing power with economical operation for long-distance travel.^[21]^[23] These attributes helped solidify the 20/6's role as a benchmark for British six-cylinder engineering in the late 1920s, appealing to affluent buyers seeking comfort and dependability.^[22]

1926–1931 Models: Bodies and Chassis

The six-cylinder Austin Twenty models from 1926 to 1931 represented an evolution toward greater luxury, building on the 20/6 engine with refined bodywork and chassis enhancements that distinguished them from the contemporary four-cylinder variants. Announced at the October 1926 London Motor Show, the initial saloon featured a fabric roof and nickel trim, mounted on a 136-inch wheelbase chassis option designed for spacious, formal carriage use.^[1]^[24] Chassis updates emphasized safety and handling, with four-wheel brakes becoming standard equipment to meet contemporary demands for improved stopping capability on larger vehicles. Steering was equipped with a worm-and-sector gear mechanism, providing precise control suitable for the model's size and weight. The suspension system utilized revised semi-elliptic leaf springs at front and rear, tuned for a smoother ride over varied road surfaces while maintaining the rigid axles typical of the era. From 1928 onward, wire wheels were offered as an option alongside traditional artillery wheels, enhancing aesthetics and ride quality.^[24]^[7] Available body styles included the tourer at £625 and the saloon at £750, positioning the six-cylinder lineup as a premium offering with emphasis on comfort and elegance over the more utilitarian four-cylinder models. Limousine and landaulette variants further catered to executive and formal transport needs, with fabric-upholstered interiors and extended wheelbase configurations. These designs prioritized durability and refinement, reflecting Austin's focus on reliable, high-quality construction during the late 1920s economic recovery.^[24]

Performance and Road Tests (1920s–Early 1930s)

Contemporary road tests of the early six-cylinder Austin Twenty models, introduced in 1927, emphasized their smooth power delivery and suitability for long-distance touring, though they were often described as competent rather than exciting performers. In a 1927 evaluation published in The Autocar, the 20/6 variant demonstrated a top speed of 68 mph and achieved fuel economy of 18.5 miles per gallon under mixed conditions, with reviewers particularly commending its exceptionally silent engine operation and robust hill-climbing prowess on gradients like the Dashwood Hill, where it maintained steady progress without strain.^[7] The model's racing exploits at Brooklands further underscored its underlying capabilities when tuned. Works drivers Lou Kings, Austin's chief tester, and Arthur Waite, Herbert Austin's son-in-law, piloted modified examples— including the nicknamed "Black Maria"—to speeds of up to 85 mph on the track, outperforming standard configurations that typically topped out around 66 mph and establishing the Twenty as a surprisingly competitive entry against more sporting rivals.^[25]^[26] Handling characteristics were generally praised for stability at highway speeds, thanks to the robust chassis design with its long wheelbase and solid axle suspension, allowing confident cruising with minimal body roll. However, the steering was noted as heavy, requiring considerable effort at low speeds and parking maneuvers, while acceleration was measured but unhurried, with 0–50 mph taking about 20 seconds in period assessments—adequate for family transport but lacking the briskness of contemporaries.^[7] Critics often pointed to the Austin Twenty's styling as dated when juxtaposed with more elegant competitors like the Bentley 3 Litre, whose sweeping lines and coachbuilt flair contrasted with the Twenty's utilitarian, boxy proportions derived from its post-World War I origins, contributing to perceptions of it as a reliable workhorse rather than a prestige vehicle.^[27]

1932 Body and Mechanical Updates

In August 1932, Austin introduced a refreshed saloon body for the Twenty 20/6 model, featuring steel paneling for enhanced durability and a more modern aesthetic compared to the earlier fabric-covered designs. This update included improved ventilation through adjustable louvres and over-wind devices on the front windows, allowing better airflow while reducing draughts for passengers. The body also offered optional dual sidemount spare wheels, providing additional storage and a sportier appearance.^[7] Mechanical revisions focused on refinement rather than overhaul, with the four-speed gearbox now incorporating synchromesh on the top three gears for smoother shifting, particularly beneficial in urban driving. The chassis remained largely unchanged, retaining the established half-elliptic spring suspension and mechanical brakes. The engine retained its output of 58 bhp.^[7] These changes were introduced amid the Great Depression, prompting a pricing adjustment to make the saloon more accessible; the base model was now offered at £450, down from prior levels to stimulate sales in a challenging market. This positioned the updated Twenty as a value-oriented luxury option, emphasizing reliability and comfort.^[7] In August 1934, the Austin 20/6 underwent subtle refinements that built upon the 1932 body redesign, focusing on enhanced comfort, drivability, and efficiency without overhauling the core mechanical layout. The body received a revised dashboard layout for improved ergonomics and visibility of instruments, while hydraulic shock absorbers replaced earlier friction types, contributing to a noticeably smoother ride over uneven surfaces. An optional overdrive transmission became available, enabling more relaxed highway cruising by reducing engine revolutions at speed.^[7] The 3,397 cc side-valve six-cylinder engine benefited from a revised camshaft profile, yielding a modest power increase to 58 bhp at 2,600 rpm, which improved low-end torque and overall responsiveness. Complementing this was a four-speed gearbox with full synchromesh across second, third, and top gears (constant mesh on first), facilitating effortless shifts during normal driving. Braking performance was upgraded with larger Girling drum units on all four wheels, providing better stopping power and modulation compared to prior rod-and-cable systems. These changes also boosted fuel economy to approximately 20 mpg under typical conditions.^[7] Contemporary road tests praised the refinements for their practical impact, noting a smoother, more composed ride thanks to the hydraulic dampers and a top speed of around 72 mph on favorable roads, with comfortable cruising at 60-65 mph. The updated setup emphasized reliability and user-friendliness, making the 20/6 a refined choice for long-distance touring in the mid-1930s.^[7]

Introduction of the 28 HP Engine (1937–1938)

In 1938, Austin launched the 28 HP engine as a premium upgrade to the Twenty's six-cylinder lineup, featuring a 4,016 cc inline-six configuration that produced 90 bhp at 3,200 rpm.^[4] This new powerplant incorporated side valves for enhanced performance and efficiency.^[4] Targeted at export markets and luxury buyers seeking greater refinement, the engine retained the established 130-inch wheelbase from prior Twenty models to maintain compatibility with existing chassis designs.^[4] Initial production carried over body styles from the preceding 20/6 variant, such as limousines and saloons, allowing for a swift integration into the range.^[4] Positioned as the flagship above the standard 20/6, it appealed to customers desiring superior power without a complete redesign.^[4] Performance testing revealed a top speed of 80 mph, with fuel consumption around 15 mpg under typical conditions, underscoring its balance of speed and practicality for long-distance travel.^[4]

1938 Model Year Overhauls

In July 1938, the Austin Twenty underwent significant revisions that integrated the recently introduced 28 HP engine with updated body and chassis designs, marking a comprehensive overhaul for the model year. The new streamlined saloon body featured a built-in luggage boot and chrome accents, providing a more modern aesthetic while maintaining the car's reputation for durability and comfort. This design update was part of Austin's broader effort to refresh its upper-range offerings in response to evolving market preferences for integrated styling in luxury vehicles.^[4] The chassis received notable enhancements, including semi-elliptic leaf springs at front and rear for ride quality, worm-and-sector steering, and a tuned version of the 4,016 cc six-cylinder engine delivering 90 bhp at 3,200 rpm. Brakes were upgraded to a hydraulic system, enhancing stopping power and safety, while limousine variants extended the wheelbase to 136 inches to accommodate larger bodies like the Ranelagh model. These changes collectively boosted performance and refinement, with the engine's increased displacement from the prior 3,400 cc unit contributing to better torque and acceleration.^[28]^[4] Pricing for the saloon was set at £575, positioning the Austin Twenty as a value-oriented option in the late 1930s luxury segment, competitive against rivals like the Daimler or Rolls-Royce entry-level models while offering substantial engineering advancements. This overhaul extended the model's viability into the pre-war period, emphasizing practicality and cost-effectiveness for fleet and private buyers.^[29]

Endurance and Long-Distance Tests

One of the most notable demonstrations of the Austin Twenty's endurance came from explorer A. E. Filby's ambitious overland expedition from London to Cape Town and back between 1932 and 1935. Filby, proclaimed the "world's most travelled motorist," covered approximately 21,000 miles using a 1922 Austin Twenty (four-cylinder) as one of the primary vehicles in his fleet of four cars, navigating harsh African terrains including deserts, jungles, and rudimentary roads. The journey, part of a larger 37,000-mile African adventure starting in 1931, highlighted the car's robustness under extreme conditions, with the Austin Twenty handling the demanding 4,000-mile leg from Kenya to South Africa after earlier vehicles faltered.^[30] The Austin Twenty's simple, straightforward mechanical design proved invaluable for maintenance during such remote travels, enabling field repairs with basic tools and locally available parts far from professional service facilities. Filby's account notes how the car's monobloc engine and conventional chassis facilitated on-the-spot fixes, such as addressing wear from dust and rough tracks, without requiring specialized equipment—a key factor in completing the expedition successfully. This reliability underscored the model's suitability for long-distance reliability in undeveloped regions.^[30] The six-cylinder variants further built the model's reputation for stamina through participation in competitive events at Brooklands, where tuned Austin Twentys raced in high-speed handicaps and longer outings, often outperforming expectations against more exotic rivals. Drivers like Colonel Arthur Waite and Lew King piloted Twenty-based racers to competitive finishes, contributing to the car's legacy of mechanical longevity capable of sustaining over 100,000 miles with proper care in everyday use.^[31] In 1937, the upgraded 28 HP variant excelled in the Royal Automobile Club's stamina assessments, completing extended 24-hour endurance runs with only minor adjustments, affirming its enhanced durability for prolonged operation. These tests, conducted under controlled high-stress conditions, reinforced the Austin Twenty's evolution toward greater long-term dependability in the late 1930s lineup.^[7]

Production, Market, and Legacy

Production Figures and Sales

The Austin Twenty's four-cylinder variant (20/4) was produced from 1919 to 1930, with a total output of 15,287 units across various body styles including saloons, tourers, coupés, landaulettes, and a 16-cwt light van derivative.^[5] The six-cylinder 20/6 model, introduced in 1927, saw more modest production volumes compared to smaller Austin models, with 903 units built in 1928 alone as part of the company's overall output of approximately 44,000 cars that year.^[5] Production of the 20/6 continued through the early 1930s, contributing to the combined Twenty series total, though yearly figures varied due to economic conditions and the shift toward lighter models like the Austin Seven. The later 28 HP six-cylinder variant, offered from 1938 until production halted in September 1939 due to the onset of World War II, achieved limited commercial success with approximately 300 units manufactured, primarily as luxury saloons and limousines such as the Ranelagh and Mayfair models.^[2] Commercial aspects of the Austin Twenty emphasized domestic sales in the UK, where it served as an upper-middle-class vehicle, but exports played a role in sustaining output; in 1928, Austin exported 26,180 vehicles overall, representing about 60% of the company's production, with destinations including Commonwealth markets.^[5] Van derivatives, based on the Twenty chassis, supplemented passenger car sales but remained niche offerings without significant volume impact.

Market Reception and Historical Significance

The Austin Twenty was well-received in the British market as a reliable, high-grade touring car that appealed particularly to the professional and middle classes seeking dependable transport for family use and long-distance travel.^[27]^[32] Its robust construction and British craftsmanship positioned it as a more affordable alternative to premium marques like Rolls-Royce and Daimler, with contemporaries noting its quality comparable to these luxury competitors when fitted with appropriate coachwork.^[32] However, initial sales were modest due to its higher pricing and the post-war economic constraints, prompting Austin to diversify into smaller models to broaden appeal.^[33] Historically, the Twenty held significant importance as the first production car to emerge from Austin's expanded Northfields factory after World War I, embodying early efforts in British mass production techniques adapted from American methods.^[27]^[32] It helped establish Austin as a key player in the interwar automotive sector, competing effectively against rivals such as Vauxhall, Bentley, and Morris through its emphasis on durability and performance in events like hill climbs, which bolstered the brand's reputation for engineering excellence.^[27] By fostering scalable manufacturing, it laid groundwork for Austin's later dominance, contributing to the company's annual production reaching over 43,000 vehicles by 1928 and influencing the company's shift toward volume production of accessible family cars.^[32] The model's legacy endures through its role in shaping British motoring culture, where it symbolized emerging personal mobility for the aspirational classes during the 1920s and 1930s.^[27] This focus on reliable, mass-produced vehicles informed post-war designs like the A40 series, which echoed the Twenty's engineering principles of affordability and sturdiness for everyday use.^[33] Surviving examples, such as a converted 1920s breakdown truck at the National Motor Museum in Beaulieu and a 1928 hearse at Beamish Museum, highlight its preservation in key institutions dedicated to automotive heritage.^[8] Production ceased with the onset of World War II, as Austin shifted to wartime efforts, while export opportunities, including to the United States, remained limited by high import tariffs averaging 30 percent in the 1920s and 1930s.^[34]

References

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