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 Landrover from their monopoly of supplying
vehicles to the Armed Force but this was never very successful and
only a few hundred Gipsys were supplied. 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
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. Now that the new
company called British Leyland Motor Corporation was making two
competing ranges of four-wheel-drive vehicles, 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
Wheel Base 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
Wheel Base 9ft 3ins Track front 4ft 7ins rear 4ft 6ins
Series
IV Adderley Park Build.
Date when launched Oct 1962
Discontinued 1969
GM 10 was the SWB
GM 15 was the LWB
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
Wheel Base 7ft 6ins Track front 4ft 7ins rear 4ft 6ins
Main measurements LWB
Length 13ft 7.9ins Width 5ft 6.8ins Height 6ft 2ins
Wheel Base 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.
