Austin 10

Lore & Background

The Austin Ten was designed conservatively with a pressed steel body on a ladder chassis that dipped 2.75 inches between the axles for a low overall height. It used a four-speed gearbox, worm and wheel steering, half-elliptic springs with silent-bloc bushes and frictional shock absorbers, and cable-and-rod brakes. The electrical system was initially 6 volt. For the first year, a four-door saloon came in two versions: a basic model and a Sunshine or De-Luxe with opening roof and leather upholstery. Bumpers were provided.

In 1933, an open two-seater or Open Road tourer, a Colwyn cabriolet, and a van joined the range. The Ripley sports model arrived in 1934, producing 30 bhp and reaching 65 mph, with a close-coupled four-door tourer body, lowered front doors, no running boards, and improved engine breathing via a Zenith downdraught carburettor. The first styling change came in August 1934 with a painted, slightly sloped radiator surround. Synchromesh was added to second gear, and features like dual screenwipers, self-cancelling trafficators, and a foot-operated headlamp dip switch were fitted. The saloon was named Lichfield and gained a protruding boot. During 1935, friction dampers were replaced with hydraulic dampers.

A six-light Sherborne body style was added in January 1936 with a flush 'Airline' rear. The forward doors opened rearwards, and steering became worm and sector. In December 1936, the almost streamlined Cambridge saloon and Conway cabriolet appeared, with passengers and engine positioned further forward. A new single-plate spring-drive clutch, Girling brakes, and 16-inch steel disc wheels were introduced. The wheelbase lengthened by 3/4 inch, and top speed rose to 60 mph. In May 1939, a virtually new car with semi-unitary construction, styled by Dick Burzi, was launched, featuring a rear-hinged bonnet, rounded radiator grille, and no cabriolet. Output rose to 32 bhp at 4,000 rpm.

Reader's Guide

The Austin Ten was a mainstay of Austin's lineup throughout the 1930s and into the postwar period, reflecting the company's focus on steady, economical motoring. Its conservative design and incremental upgrades—from the early side-valve engine and ladder chassis to the later semi-unitary structure and hydraulic brakes—show a gradual evolution rather than radical change. The car's significance lies in its sheer production volume and longevity: it was Austin's best-selling model of the 1930s and remained in production for 15 years, through the Depression, styling updates, and World War II. During the war, 53,000 saloons and utilities (pick-ups and vans, unofficially called 'Tillys') were built. After the war, production shifted to civilian cars, nearly all exported, with the first arriving in the United States in July 1945. The Ten continued in saloon form only until October 1947, when it was replaced by the A40. Its legacy is that of a dependable, unpretentious family car that served both civilian and military operators, including the British Army, Royal Navy, and RAF.

Did You Know?

• The Austin Ten was launched on 19 April 1932 and was Austin's best-selling car in the 1930s.
• The Ripley sports model of 1934 produced 30 bhp and reached 65 mph.
• During World War II, 53,000 saloons and utilities (pick-ups and vans) were made.
• The first postwar Austin Ten arrived in the United States in July 1945.