From The Classifieds: 1970 Austin 1800 Mk II

Okay, okay, it’s not your universally desirable classic, but the big Austin was the most generous expression of the Alex Issigonis concept initially introduced in the Morris Mini, then followed by the Morris 1100 and later, by less-impressive efforts that never came here.

In its day (it was introduced here in 1965 and continued through to 1970 when it was replaced by the six-cylinder Kimberley/Tasman) the 1800 was as remarkable in many ways as the original Mini. The interior was, simply, enormous and the Hydrolastic suspension offered a ride quality unlike anything else short of a Citroen. The all-independent suspension also separated the front-drive 1800 from much of its more conventional local competition.

The driving experience was, for its day, acceptable but there was always the expected understeer and the non-assisted rack and pinion steering was weighty – though no worse than non-assisted Ford Falcons and Holden Kingswoods of the time.

Designated at the time as the “Land Crab” because of its squat, wide shape, the 1800 was designed with input from Pininfarina and was known for its exceptional torsional stiffness. The Australian version was built locally and was succeeded by the somewhat infamous 2.2-litre overhead camshaft six-cylinder Austin Kimberley and Tasman that this writer believes pre-dated other transverse six-cylinder engines (in Volvo’s XC90 SUV, later in Holden’s Epica) by something like 35 years.

The Austin 1800 Land Crab, like the Morris 1100, “floated on fluid” via a system that interconnected front and rear wheels to minimise front-rear “pitching” – a phenomenon also kept at bay by the location of the wheels at each extremity. Overhangs were almost non-existent.

But while the design was undoubtedly inspired, the execution was something else.

One wonders what the Austin 1800 – and particularly the Kimberley/Tasman – might have been had it been designed and built by a German car-maker.

The 1800 was not exactly quick off the mark with its MGB-derived 1.8-litre pushrod four-cylinder engine and it was never particularly quiet. And the three-speed automatic that came with the Mark II version in 1968 bordered on unpleasant with its inherent sluggishness, high noise levels and a reputation for unreliability. Though somewhat clunky, the cable-shifted four-speed manual transmission was a better choice.

An interesting problem developed in the UK with early 1800s as over-zealous British owners tended to overfill their cars with oil. Redesigning the dipstick so it could be read without ambiguity reputedly solved the problem.

So why have we picked the 1970s British monster as this week’s subject?

For one, at an asking price of $1.500, this beige/green 1970 1800 from Howrah in Tasmania is undoubtedly the least expensive car we’ve ever featured here. And it is probably one of the least expensive cars across the carsales.com.au site.

Secondly the 1800 couldn’t have been too bad as it was voted European car of the year in 1965 and, in 1968, came home second in the London-Sydney Marathon.

Though it is rare to find an 1800 for sale anywhere these days (although at the time of writing two, including this car, we found advertised on carsales.com.au) it remains an impressive attempt to lift the Tardis-like Mini concept to another level. It was really the precursor to the numerous large front-drive, east-west-engined cars available today.

The owner bought the 1800 as a restoration project but “never got around to it.” The claim is that the paint is original and that “suspension, transmission, all electrics and interior are original and excellent.

“Everything works, lighter, wipers, lights, speedo,” says the owner. There are some rust spots on the doors, but the body is claimed to be straight. The engine is described as a “little smoky”.

No, there’s no roadworthy and the 1800 is unregistered.

If you’ve a passion for British cars, a lot patience and a bit of spare garage space, the Austin 1800 would make a highly affordable restoration project.