Austin A95 Road Test

"Road Test & Analysis of the Austin A95"

(From the Australian magazine WHEELS, January, 1958)

The A95 is a car which has improved out of sight over its predecessor, the A90. It not only better - it goes better, handles better, stops better (although there's still room for improvement in this department), and is a roomier, more comfortable car to travel in. Apart from the slightly restyled front end, which has not changed greatly, the most noticeable feature of new medium-sized Austin is its completely revamped tail. The old slab-sided look has given way to a longer sleeker line and the tail now sweeps gracefully down over the boot in a fashion most pleasing to the eye.

Surprising though it may seem, this slight lengthening of the car by providing a few extra inches overhang at the rear has worked wonders in many respects. First, viewed from the flank, the A95 is one of the best examples of styling you can shake a stick at. In addition, its longer, more flowing line now complements, instead of struggles against, the modern Austin idea of providing side flashes in a contrasting colour and our example - a black saloon with crimson flashes-looked both racy and handsome.

Long, racy lines; dashing side flashes, make this Austin "Westminster" one of the best looking cars ever built by Austin. Has power of pace too, make no mistake!

Strangely enough, too, the car's handling has improved vastly; there being now substantially less understeer than in the old A90 - and this too can possibly be credited to some of the weight having been moved rearward along with the new boot. This boot too, is much more roomy than in the older car - but is, we found, less dustproof!

And again. the A95's overhanging tail has, in common with other 1957 Austin vehicles an attendant disadvantage in that it is very vulnerable to being dragged along the ground when negotiating gutters or uneven going.

Built-in, pull-down armrests on all seats serve admirably to locate the driver and passengers when travelling fast. "Wheels" thinks front seats would be better if of bucket type, since existing seats' hard centre edges, together with huge transmission tunnel, make the third passenger's lot rather difficult in any case.

Interior ...

The interior of the A95 has changed little, although there is now a distinct impression of greater room and width. A very wide transmission tunnel breaks the floor in front and makes it it a trifle awkward for the driver to find a good left foot placment when on a long journey. The front seat remains in typical Austin divided bench style, and this, we feel, is a mixed blessing since it is frankly neither one thing nor the other. A third passenger, sitting in the centre, is resting on a brace of hard seat edges, and he has the same hard, uncomfortable support behind his back - whilst the good locating effect of properly designed bucket seats is also absent.

Bearing in mind the huge transmission tunnel, which makes things difficult for a third front-seat passenger, anyway, we believe that B.M.C. ought to face the issue squarely, call the car a straight-out five seater, and install a good, comfortable pair of front buckets in accordance.

Well Planned cockpit ...

The facia is plainly styled and, apart from the shrouded instrument "binnacle" which sits immediately before the driver, is underswept in usual Austin style. This, we feel, is a very good idea, since it gets the metal mass as far as possible out of the passenger's way in the possible event of of a prang. Plastic covered sponge rubber safety padding is provided, too, along the facia's top edge.

New lengthened tail gives extra boot room. Tools are carried accessibly on top of fuel tank (note fuel filler trapdoor top left).

At far left there is a useful sized glove locker, and at centre facia is a Smiths clock. Immediately beneath this is provision for fitting both a radio and heater-demister.

Two large round dials tell the driver most things he wants to know - the right hand one being a clearly ennumerated speedometer (with trip recorder), and the left embodying fuel gauge, oil gauge, and thermometer. Warning lights indicate whether the generator is not charging, headlamp high beam, and flashing trafficators. These latter are of the self-cancelling variety, and are operated by a lever emerging from the dash at the right of the steering column.

To the left of the column is the typical Austin pistol-grip handbrake, and, like most of its stablemates, it gets all fouled up after a good brisk haul so that some difficulty is experienced in releasing it once again.

Spare wheel is very sensibly carried beneath floor of boot, is obtained by turning a screw with the crankhandle (yes, there IS a crankhandle).

Dazzle ...

We found, too, when on the road, that the sun's rays through the wide, curved windscreen are reflected off both instrument escutcheons, as well as off the chrome plated horn ring, and cause noticeable dazzle to the driver.

Full marks go to Austin for the provision of a full-width parcel shelf beneath the facia. Not only is this well out of the way of passengers, it is also most useful and accessible. At the car's centre, and beneath the above shelf, are control buttons for bonnet latch (you yank it) and cabin ventilation (you twist it). This ventilation, by the way, comes directly from the car's extreme front end and bypasses the engine compartment; a separate air intake being provided atop the bonnet. It is all very effective, and worthwhile.

On the road . . .

The A95 is a most docile and tractable car. It steers positively - although without the actual stark directness of an out-and-out sports machine - and is entirely manoeuvrable in traffic. In second gear there is such a power of poke available that one is always enabled to nip in and out of the line without hesitation; whilst when cruising on the open bitumen third gear is found to be equally thrustful, and will run one up to a genuine 70 m.p.h. without effort.

Top gear lugging power is astonishly good right throughout its range.

The clutch is always smooth, and a very strong spring bias incorporated within the gearshift pushes the lever up towards the third-top gear plane, so that a quick change up from second to third necessitates little more than a rapid shove-through of the lever.

Synchromesh is of a very effective order, and could not be "beaten" regardless of how quick changes were made. Body roll when travelling at speed is negligible, although hard motoring did provoke much vocal protestation from the car's front tyres.

While the A95 is possessed of less understeer than had its predecessor, it nevertheless does still understeer to a noticeable degree. This is good and gives the car a certain balance on corners, so that, as confidence is gained one is able to push it through fast bends quite forcefully despite the audible warning issued by the tyres. Under such treatment the car remains quite steady and is always fully controllable - save when brake fade is starting to make its presence felt on long, fast downhill gradients.

Brakes . . .

The brakes, as can be gathered, are still prone to fade rather badly; and whilst they are more than adequate for most normal motoring, excessive usage reduces their efficiency far more than one would expect from such an experienced maker as Girling.

Likewise, water immersion causes these same brakes to take off hotfoot on a ten-minute vacation - which, if not allowed for, can produce some interesting results!

However, on long point-to-point runs, having only the normal number of corners but with plenty of fast sweeping bends, the Austin A95 is an exhilerating car to drive, and one which will cover large stretches at a steady 70/75 m.p.h. In complete happiness. Certainly the big six-cylinder engine, despite being well under-square, shows no sign of distress at any time during a long, hard day's driving.

Rough road manners . . .

The A95 showed itself as being more than capable of dealing with the very worst potholed surfaces and general back roads served up to it with one notable exception: Corrugations!

Whilst the car cruises nicely enough over corrugated roads at constant speed, with practically no shock being felt through the steering column, it nevertheless behaves in an unpredictable manner whenever the urgent call is made for acceleration. When speed has been reduced, say, on a corner, to the vicinity of 30 m.p.h. and the foot is once again planted firmly on the throttle, axle hop becomes so severe that one's only choice is to get off the gas again and try to sneak the speed up gradually. This back axle chatter is bad enough in top gear, but in the intermediates it is sufficiently pronounced to cause strong drivers to swear. Apparently some form of tying-down apparatus is needed - possibly a panhard arm - since otherwise the A95 is always perfectly happy in the rough.

Our water splash revealed yet another weakness in the Westminster's make-up, one which has been common to practically all Austins tested by us. Thrusting the car into the water at any speed greater than a mere crawl causes water to surge in through the front air intake, become gathered in by the fan, thrown up, and literally dumped holus-bolus on top of the engine.

It should be noted, however, that the distributor seems to remain notably inviolate, and there is seldom any diffculty about re-starting the engine following such occasions.

Better attention, too, could be paid to the A95's dustproofing than had been the case on our test car.

Fuel filler . . .

One extremely good point about the design, however, lies in the ingenious type of fuel filler fitted, not only to the A95, but also to all other vehicles in the current Austin range. This is in the form of a recessed filler set beneath a lockable trapdoor, on top, and to the side of the car's tail. Not only does trapdoor pressure prevent fuel from spilling out when under way, and the trapdoor itself render the car's fuel tank thiefproof - an ingenious overflow pipe leads excess fuel down on to the ground beneath the car should the tank have been inadvertently overfilled. This is a great face-saver to an owner's carefully waxed duco!

The Austin A95 is no sluggard in any man's language, and, in all, apart from one or two details, is an aggressive, sporty saloon capable of showing a clean pair of heels to most cars, quite regardless of their size. It has a strong, healthy, revvable engine, and a clean, positive feeling about its controls - particularly the steering column gearshift.

It goes a very acceptable distance on a gallon of the good stuff, even when pedalled exuberantly, and you'll have a hard job to get less than 20 m.p.g. out of it on premium no matter what you do with it.

Lest any reader thinks we have been unduly hard in our criticism, let us hasten to point out that there are a horde of other, endearing points about the A95 which so far have - perhaps unfairly - escaped our mention. Things like the indubitable quality and attention to detail which are embodied in its trim; the excellent, ripple-free paint work; the good accesibility of its under-bonnet components; the sensible design of its body which, while still catering considerably to the stylist, leaves little to be desired insofar as getting in, out, or around the car is concerned.

It is, too, a silent car - both mechanically, and with regard to wind noise at speed.

And we like the way that you can lock either front door from the outside, using the same key you use for the ignition - just as we applaud the cunning anti-child catches which are fitted to both rear doors. Parents will undoubtedly appreciate these no end!

Summary of impressions

An entirely nice looking, well balanced motor car with appealing lines and styling. Looks fas - is fast - and is very, very controllable. Is economical, comfortable, strongly built, and made to work hard and continually. For the long distance man, professional man, or sportsman, will make an ideal conveyance. Has an undoubted appeal to women, particularly in view of its looks, but is very much a man's car to own and to drive.

Specifications:

MAKE: Austin A95 "Westminster.' 5/6 passenger sedan. Our test car from Larke Hoskins Pty Ltd., Sydney.

PRICE AND AVAILABILITY: £1449/2/10 (incl. sales tax). Availability: immediate

ENGINE: Six cylinder o.h.v., 2,539cc., 7.3 to 1 compression ratio. Bore and stroke 79.4 mm. x 89 mm., 85 b.h.p. at 4,300 r.p.m., maximum torque, 124 lbs./ft, at 2,000 r.p.m. Single Zenith downdraft carburettor, oil bath air cleaner. Capacities: Sump, 11 pints (refill), coolant, 25 pints; fuel tank, 16 gallons.

TRANSMISSION: Single dry plate clutch, 9in. dia.; four speed and reverse gearbox with s/m on three top ratios; steering column gear change lever. Gear ratios: 1st, 3.312; 2nd, 2.22; 3rd, 1.435. top, 1.00 to 1. Reverse, 4.493 to 1. Open propeller shaft. Rear axle ratio 3.91 to 1. Top gear speed at 1,000 r.p.m.; 19.85 m.p.h.

CHASSIS AND BODY: All steel unitary construction, with reinforcing to carry engine and suspension components.

SUSPENSION: IFS by coil springs and wishbones; rear, by fore and aft semi-elliptic leaf springs and stabiliser bar. Hydraulic shock absorbers all round.

BRAKES: Girling hydraulic, with two leading shoes to each front wheel; 11in. drums; 2½in. wide linings. Mechanically operated handbrake from under-dash pistol type lever to rear wheels.

STEERING: Cam and peg, 16 to 1 ratio. Approx. 3½ turns lock to lock. Two spoke, 18in. dia. wheel (dished) with horn ring.

ELECTRICAL EQUIPMENT: 12 volt ignition and lighting; 51 amp./hour battery. Hooded headlamps with twin-filament bulbs; separate wing-top sidelamps; winking trafficators; combined stop/tail/ trafficator lamps; rear number plate lamp; twin matched horns; dual windscreen wipers; automatic courtesy lamp.

WHEELS AND TYRES: Pressed steel disc with stud attachment; provision for fitting mud chains; 6.40 x 15in. tubeless tyres.

OVERALL DIMENSIONS: Wheelbase, 105¾in.; overall length, 180¾in.; overall width, 64in. overall height, 62in.; track, front, 51½in., rear, 51in.; ground clearance, 7¾in.; turning circle, 40ft. Weight, dry 2884lbs.

Performance:

TOP SPEED: Average of test runs, 86.4 m.p.h. Fastest one way, 87.2 m.p.h.

MAXIMUM SPEEDS ON GEARS: (Valve bounce), 1st gear, 32 m.p.h.; 2nd, 48 m.p.h.; 3rd, 71 m.p.h.; recommended shift points, 1st, 11 m.ph.; 2nd, 18 m.p.h.; 3rd, 30 m.p.h.

MAXIMUM ENGINE PERFORMANCE: 76.4 b.h.p. at 4,000/4,1000 r.p.m. (80/83 m.p.h. top gear road speed).

ACCELERATION: Standing quarter mile, average of runs: 21.47 sec. Best, 21.45 sec. Through gears: 0-20 m.p.h., 3.3 sec.; 0-30 m.p.h., 5.1 sec.; 0-40 m.p.h., 7.5 sec.; 0-50 m.p.h., 13.4 sec.; 0-60 m.p.h., 17.9 sec., 0-70 m.p.h., 26.5 sec., (corrected speedometer). Top gear: 10-30 m.p.h., 8.25 sec.; 20-40 m.p.h., 8.2 sec.; 30-50 m.p.h., 10.2 sec.; 40-60 m.p.h., 1.2 sec.; 50-70 m.p.h., 14.25 sec.; 60-80 mph., 22.2 sec.

BEST HILL CLIMBING: Top gear, 1 in 8.6 at constant 23/34 m.p.h. Third gear, 1 in 6.4 at constant 35 m.p.h. Second gear, 1 in 4.6 at constant 30 m.p.h. First gear, 1 in 4.0 at constant 24 m.p.h.

BRAKING: Footbrake from 30 m.p.h., gears in neutral, successive 1.8/1.9 sec. stops. Fade 15 per cent.; recovery complete within 45 secs. Brakes very susceptible to water immersion.

SPEED CALIBRATION: 10 m.p.h. (ind.) 4.1 m.p.h, (actual); 20 m.p.h. 22.1 m.p.h.; 30 m.p.h. 28.9 m.p.h.; 40 m.p.h. 38.3 m.p.h.; 50 m.p.h. 47.6 m.p.h.; 60 m.p.h. 56.6 m.p.h.; 70 m.p.h. 68.0 m.p.h.; 80 m.p.h. 75.6 m.p.h.; 90 m.p.h. 86.3 m.p.h.

PETROL CONSUMPTION: Hard driving, including all test runs, 20.1 m.p.g., Normal fast cruising, 27.4 m.p.g. Premium grade fuel used.

TEST CONDITIONS: Weather cool and still; some rain. All types road surface including dust and mud.