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ENGINE SPECS
Austin engines were small, thrifty and peppy
From 1930-1932, the American Austin distributor
was driven by a generator mounted across the
front of the engine.
Assembling a collection of odds and ends into a
reliable engine takes expertise and networking
through experts in the Club.
American Austin incorporated strict quality
controls into its assembly process.
Herbert Austin's original Austin Seven, including its engine, was
designed by eighteen-year-old Stanley Edge. The 7-horsepower
water-cooled engine was loosely based on a 4-cylinder Belgian
FN air-cooled overhead valve motorcycle engine.
The Austin featured splash lubrication in an aluminum crankcase with side valves mounted in a cast iron cylinder block. Output was estimated to be 10 horsepower at 2,400 rpm, but taxable horsepower was only 7.2. That was important to overtaxed motorists in England, so the official model name for Herbert and Stanley's little wonder become "Seven".
Almost immediately, Austin Sevens began to make their mark in competition. A Seven finished first in the Swiss Automobile Club Touring Race, the Egyptian Royal Automobile Club Race, Mulders Drift Hill Climb in South Africa, and other important events. By 1930, Sevens had won more than 500 trophies and medals the world over. It was upon that reputation that Austin hoped to build a future in America.
The 1930 American Austin engine was rated at 7.78 taxable horsepower, or 13.8 actual horsepower at 3,400 rpm. It was a mirrored version of the Austin Seven--that is, everything on the left side of the Seven engine was moved to the right on the American Austin. Therefore, few parts interchanged.
American Austin's electrical components, such as the generator and distributor, were sourced from Auto-Lite. The generator was mounted transversely at the front of the engine, and the distributor was perched on the opposite end of the generator. All were gear-driven by the camshaft. In 1932, American Austin modified its engine design so that the generator was mounted beside the engine in traditional belt-driven fashion.
Styling differences between American Austin and American Bantam are obvious, but mechanical differences are subtle. Manifold modifications from racing engineer Harry A. Miller were put into production in late 1937, as were crankshaft improvements by former Stutz engineer Harold Crist. The result was a more powerful engine of 20 horsepower.
In 1939, Bantam introduced its most sophisticated engine, the 22-horsepower Super Four Hillmaster. It featured three main bearings around the crankshaft instead of the earlier two. Bantams with three-main bearing engines are highly prized.
The Austin featured splash lubrication in an aluminum crankcase with side valves mounted in a cast iron cylinder block. Output was estimated to be 10 horsepower at 2,400 rpm, but taxable horsepower was only 7.2. That was important to overtaxed motorists in England, so the official model name for Herbert and Stanley's little wonder become "Seven".
Almost immediately, Austin Sevens began to make their mark in competition. A Seven finished first in the Swiss Automobile Club Touring Race, the Egyptian Royal Automobile Club Race, Mulders Drift Hill Climb in South Africa, and other important events. By 1930, Sevens had won more than 500 trophies and medals the world over. It was upon that reputation that Austin hoped to build a future in America.
The 1930 American Austin engine was rated at 7.78 taxable horsepower, or 13.8 actual horsepower at 3,400 rpm. It was a mirrored version of the Austin Seven--that is, everything on the left side of the Seven engine was moved to the right on the American Austin. Therefore, few parts interchanged.
American Austin's electrical components, such as the generator and distributor, were sourced from Auto-Lite. The generator was mounted transversely at the front of the engine, and the distributor was perched on the opposite end of the generator. All were gear-driven by the camshaft. In 1932, American Austin modified its engine design so that the generator was mounted beside the engine in traditional belt-driven fashion.
Styling differences between American Austin and American Bantam are obvious, but mechanical differences are subtle. Manifold modifications from racing engineer Harry A. Miller were put into production in late 1937, as were crankshaft improvements by former Stutz engineer Harold Crist. The result was a more powerful engine of 20 horsepower.
In 1939, Bantam introduced its most sophisticated engine, the 22-horsepower Super Four Hillmaster. It featured three main bearings around the crankshaft instead of the earlier two. Bantams with three-main bearing engines are highly prized.
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