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IN PURSUIT OF TRIVIA

 

DID YOU KNOW.......


When you sit in the driver's seat at night and the boot is open, a reflection of the boot light is seen on the rear window?

The very first car made by BMW was the Austin 7 built under licence and marketed as the Dixi?
(Try that on the next yuppie BMW owner you meet.)
The Austin 7 was also built under licence in the USA as the Bantam, and in Japan as a Datsun.

An aspect of Hydrolastic suspension rarely mentioned is that it's the only springing medium that tightens with speed, giving a soft ride at low speed and stable high speed - even Mercedes / BMW ride like a dray at low speeds.

The overall weight of the Austin1800's power unit complete, is 549 lbs / 250 kg.
This represents approx. a fifth of the overall weight of the Landcrab (2,547 lbs. / 1,155 kg).

The Austin 1800 Freeway?... apparently a certain number of Austin 1800 Mk ll 's were imported into New Zealand from Australia but the sales figures fell short. To overcome this and with arrangement with the Australian/New Zealand governments, the remaining Mk ll's were re-badged and named 'Freeway'.
Freeway badges appeared on the front grille, bonnet, boot lid and the steering wheel boss.

You can bolt a Mk l cylinder head on to a Mk ll engine block... but cannot bolt a Mk ll head on to a Mk l block. The reason for this is that the Mk ll block has small recesses for the exhaust valves.




The Mk l Austin 1800 was released in Australia on 22nd November 1965. This was followed by the automatic version on 19th February 1968.
The utility (ute) followed a few months later with a release date of 19th July 1968.


The tax inclusive price for the 1800 ute at time of release was
          Manual                  $2,040
          Automatic              $2,280
          Basic Cab/Chassis $1,992

The Mk ll version of the Aussie Landcrab was released on the 25th October 1968.

Engine / Chassis Prefixes: Although the Landcrab prototype was known in the U.K. as ADO 17, such was not the case in Australia. The Australian prototype was YDO 18.

MOWOG on BMC castings stands for: MO - Morris, WO - Wolseley and G - MG.

How can you tell a late model Mk ll from all other Mk ll's?
Answer: The front indicator repeater light on the front mudguard is located beneath the waistline whereas the earlier models are mounted above.

Oil Dipsticks: There are two lengths - the manual dipstick is 17 5/8 inches (44.8 cm) long and the automatic dipstick is 16.5 inches (41.9 cm) long. First Models in Britain had wrongly calibrated dipsticks among other teething problems.

Rear Hubs: There are two types of rear hubs on the 1800.
The Mk l is tapered from the flange to the inside bearing end and the Mk ll is parallel. The Mk l type will not fit a Mk ll fitted with PBR brakes as the flange end of the taper fouls against the parking brake link. However the Mk ll will fit a Mk l with no problems.

Registration Papers: Have you ever wondered what all that YAH stuff meant when reading your engine number on registration papers?
Here is the explanation.
For example: 18YAH/TA/H101: 18 means it is a 1798cc Austin; Y denotes Australian origin; A for Austin; H is H type (1400cc-1999cc); a fourth letter can denote automatic; TA means standard ratio remote control gearbox - transverse; H denotes the engine as high compression; followed by the serial number.

Wheels: A 13 inch wheel revolves 874 times per mile, while a 14 inch wheel revolves 821 times per mile, both at 30 m.p.h.

Body Styles: In Britain some people had their last drive - in an Austin 1800 Hearse! There were also estates (wagons) converted by Crayford of England.

In Australia there were at least three A1800 Panel vans, produced for the RAN and used as ambulances, and an Austin 1800 campervan conversion.

It was the first BMC car to have a separate fresh air ventilation system.

 

 



RALLY TRIVIA

 

 


Evan Green's Austin 1800 on the Lataband Pass in Afghanistan. London - Sydney Marathon 1968
 

During the 1968 London-Sydney Marathon, Evan Green's 1800 (number 31), was one of the quickest cars down the Lataband Pass in Afghanistan, helped by a total loss of brakes! This car also had the fastest time from Menindee to Sydney, but only finished in twenty-first place.


Andrew Cowan's first victory in the Southern Cross International Rally was in 1969, driving an Austin 1800. His navigator was D. Johnson. (More about this on the London-Sydney Marathon site.)

After the 1968 London - Sydney Marathon, Castrol announced the results of a competition it had run to pick the first five placegetters. These were selected by British motoring writers and team managers. The results included two 1800 drivers - Rauno Aaltonen (first) and Evan Green (third).

Only one car hit a kangaroo during the Australian section of the London - Sydney Marathon, this was
Gelignite Jack Murray
's 1800 and it happened very near Perth's suburbs.




 
RECORDS WORTH REMEMBERING


A BMC 1800 broke seven International Class 'E' (1500cc-2000cc) at Monza, Italy in September 1967, in seven days and seven nights of continuous motoring.

This BMC 1800 travelled 15,589.76 miles at an average speed of 92.80 mph and set the following records:

 
1.          4 Days at 93.90 mph - 9,012.53 miles.

2.          5 Days at 93.42 mph - 11, 210.26 miles.

3.          6 Days at 93.24 mph - 13,426.95 miles.

4.          7 Days at 92.80 mph - 15,589.76 miles.

5.          15,000 kilometres at 92.64 mph.

6.          20,000 kilometres at 93.38 mph.

7.          25,000 kilometres at 92.78 mph.

What's a family car doing
breaking records?

 
The drivers were Roger Enever, Alec Poole, Rauno Aaltonen, Julien Vernaeve, Clive Baker and Tony Fall. Registration No. LBL 416E.

A radio was fitted to provide entertainment for the drivers during their long hours of motoring.


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The Sprite that finished the 1967 24 Heures Du Mans (24 hour Le Mans), averaging over 100 mph, was towed to Le Mans by an Austin 1800. (Submitted by Larry Lebel Canada)

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The Danube Rally winning car, LRX 824E, was taken to
Castle Combe Circuit on 6th August 1967
with the object of establishing whether the parts fitted to the suspension for the Danube Rally were improving the road holding and to attempt to reduce the rear end bouncing which occurs under extreme cornering, particularly on tarmac.
Personnel present:
Driver - Clive Baker   Comps Dept. - W.R.Price, D.Pike, C. Humphries.