The Aussie 1800

When the Austin 1800 was first introduced to Australia it was virtually an English built and designed car. However, following initial testing, changes were made to suit the harsher Australian conditions that amounted to over 40 different modifications.

* The road wheels were completely new and locally made.

The English specification which required wheels to withstand 30,000 cycles on the destruction machine was not considered strong enough for our roads.

The Australian wheels were built to withstand 100,000 cycles.

* A new type progressive speed-up throttle opening was introduced, operated by a graduated cam; early pedal travel is long but it shortens progressively as speed rises. With the new throttle goes a non-jamming plastic-lined acceleration cable.

* A similar type of non-jamming cable was soon afterwards applied to the choke.

* The engine mountings were made here and strengthened. The British method of rubber-to-metal bonding was considered too weak for the bad roads in Australia.

* Exhaust pipe mountings were strengthened - as were joints between the pipe and muffler.

* Gearbox sealing was improved to stop persistent oil leaks around the push-pull cables leading from the remote control lever into the gearbox.

* A new type steering rack was fitted giving a more direct ratio. The British 1800 was 4.5 turns from lock to lock. BMC Australia sensibly reduced this to approx. 3.5 turns.

* The handbrake lever was lengthened because it was found that a driver wearing a three-point safety belt could not reach it. Its general design was improved and a new type non-jamming cable was used. The result was an excellent positive reaction.

* Door handle and door lock mechanisms were completely redesigned and made here. The original Wilmot Breedon hardware proved totally unsuitable for local conditions, the locks tended to work loose or jam with dust, and striker plates would not keep register.

Considerable redesigning of the boot lid proved necessary.

* Window glass in Australia was cut to three times closer tolerances than the British glass. This made them slide better and improved waterproofing and dust proofing.

* The seats have been deepened and strengthened, particularly the front seat cushions which have been given an extra inch of padding because the testers found their butts were hitting the framework in the original setup.

* Full layback front seats, giving a camper-sleeping version (known in Australia as a camping body), were fitted as standard.

The straight backs are also adjustable to in-between angles.

* Three-point safety belts for driver and front passenger were fitted as standard, making the 1800 the first volume production car in Australia with this important provision. Anchorage points were provided for optional seat belts to the rear seats.

* Trim and upholstery were redesigned throughout, to suit our climate and also raise the Australian content.

* Soundproofing was improved, particularly at the engine bulkhead.

* The full width parcel shelf under the dash was covered with anti-skid material (to prevent articles sliding around), a central divider was also added.

* Twin padded sun visors were fitted as standard. The English model had only a driver's visor. Our visors also swivel sideways, to prevent side glare.

* The headlining is one piece and thickly padded with fibreglass for extra insulation.

* Electric fuel pump was moved to the boot for better protection on Australian roads.

* Armrests on the front doors (not fitted to the English model).

* The speedometer cable was lengthened for easier travel.

* A recessed drain plug was fitted into the fuel tank.

* A hole was made in the spare wheel carrier, enabling easy access to the spare tyre valve when checking inflation pressure.

* A wood strip (imitation) was added to the fascia.

After the first cars had been running for some months in Australia, it was found necessary to go a lot further than this and the result produced a far better vehicle than it's English counterpart.

* The jack was redesigned as the English one was considered too weak.

* Better camshaft with greater engine torque characteristics.

Later, in the MkII, a more powerful wiper motor was fitted.

PBR brakes with a dual system was fitted - regarded as superior to the Girling brake system.