History
From the mid 1920’s until well after WWII, the Austin 7 was one of the most familiar sights on British roads and this iconic little car has charmed its way into the hearts of more than one generation. Today, the attraction of the Austin 7, remains as strong as ever with many enthusiasts who can afford far more upmarket classic cars, find that the practicability, cleverness and general appeal of the Austin 7 fulfils their desires. A runaway success from its inception in late 1922, the Austin 7 was the most effective attempt by Austin to market a large car in miniature form. The Austin 7 effectively put a death knell to the many cyclecar breeds of the day.
The Austin 7 was produced from 1923 through to1939 with only minor modifications to the design through its production lifespan. It was a simple machine, intended to be serviced and maintained by the home mechanic and it also provided an opportunity for many to enter events and race competitively.
In 1934, the cars were given a lower chassis which allowed new bodies and styles to be adapted. The tires were reduced from 19-inch to 17-inch, and synchromesh was now available on the top two gears.
The Austin 7 is a simple and efficient machine with little in the way of frills: four-cylinder 750cc side valve engine coupled initially to a three speed, later four speed centre change gearbox, laid on an 'A' frame chassis and suspended by a single transverse leaf spring at the front and two quarter elliptic springs at the rear. Braking initially was by hand on the front wheels and foot on the rear, all four brakes were linked to the foot brake from 1930.
The diminutive baby Austin 7 made for an unlikely sports car. Centre of many jokes when unveiled to the public in 1923. It was Herbert Austin’s son in law, Arthur Waite, who suggested competing in one, recognizing the potential of its ultra-light body and chassis combination and its tough, reliable engine.
In 1923 Arthur Waite entered a specially prepared Austin 7 in the Easter Small Car Handicap Race at Brooklands, comfortably seeing off the competition. Ace tuner and race engineer, Gordon England soon offered an Austin 7 Brooklands Super Sports, which was guaranteed to do 80mph, (speed pretty well unheard of in a car of under three liters). It was no surprise that in 1924, the factory introduced their own Standard Sports model with a pointed tail and rakish flared wings.
The little cars dominated the 750cc racing class wherever they went, often taking the 1100cc and 1500cc classes at the same time. Arthur Waite, by now living in Australia, entered the 1928 Australian Grand Prix with a specially prepared works two-seater with a pointed tail and twin aero-screens, a car thought to be the prototype of what was to become the Ulster model. His post-race telegram says it all “Austin Seven (Waite) first against all classes up to 2000cc……..created furor!”
The following year Herbert Austin employed Gordon England to manage a team of similar cars, in an attempt on the Irish RAC Tourist Trophy held at the Ards circuit located near Ulster. Based out of Harry Ferguson’s workshops, they finished third and fourth overall, witnessed by over 50,000 spectators. Their drivers, Archie Frazer-Nash and Holbrook, were cheered all the way for their David vs. Goliath performance, the eventual winner, Rudolph Caracciola in his monstrous works Mercedes, commenting after the race “what a performance those little midget cars put up. They were wonderful, it was a great moment when I flashed past Campari [second place works Alfa Romeo], but I think it was a greater one when I got in front of the Austins.” No surprise then that the little marvels sported the name 'Ulster' thereafter.
Made in very limited numbers, their survival rate was low as they generally led hard lives. As a consequence, original Ulster cars today are very highly prized and extremely scarce. With so many of their components used in the standard models, many Ulster Replicas have been produced, continuing the long tradition of ‘special’ building on the Austin 7 chassis.
Following the 1928 and 1929 triumphs, the sporting variation of the Austin 7, known as the Ulster was introduced in 1929 by the Austin company. It was a factory-produced successor to Austin's modified competition cars of the mid1920s. (The Ulster name was a tribute to the racing success at the famed Irish RAC Tourist Trophy held at the Ards circuit located near Ulster).
In comparison to its saloon counterpart, the Ulster had a re-tuned engine and a chassis that sat three inches lower. They had an aerodynamic boat tail body and no doors. The Ulster automobiles were popular private race cars that offered a surprising level of performance. They were exclusive automobiles that were built in limited numbers until 1931.
The Ulsters were powered by the 748cc four-cylinder engine found in the saloons with modifications made to the innards of the motors and sporting modified induction and exhaust systems. Some were equipped with Cozette superchargers, considerably increasing their power output.
This 1930 Austin 7 Ulster Recreation
(Built to closely resemble factory Austin 7 Ulsters)
Description: Light weight two seat door less sports roadster fitted with factory style full guards
Dimensions: Wheel base - 75” or 1905mm, Track – 40” or 1019mm
Chassis: Separate to body, riveted A frame chassis
Kerb Weight: Approx 837lbs or 380kgs
Engine: 474cc, inline, syphon action water cooled, four cylinder, side valve
Pressure lubricated crankshaft, 56mm bore by 76mm stroke
Cast iron head and block on aluminum crank case and sump
Fuel System: SU sidedraft carburetor, electric fuel pump
Ignition: Points and coil, one spark plug per cylinder
Transmission: Four forward and reverse gears, single plate clutch, spiral bevel type rear axle
Steering: Worm type
Brakes: Mechanical drum brakes on all four wheels
Suspension: Front: beam axle with centrally mounted half elliptic transverse spring
Rear: Cantilevered from the rear of the chassis by quarter elliptic springs
Wheels: Metal spokes, 3.5 x 19”
