Austin Gipsy
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The Austin Gipsy 1958 - 1968
The Austin Gipsy was launched on February 28th, 1958. It was intended as a civilian replacement for the military Austin Champ and a commercial rival to the Land Rover. It was the first vehicle to be produced with independent trailing arm rubber suspension on all four wheels.
The Gipsy was designed as a rugged cross-country machine. It had a steel rounded box-section chassis with a wheelbase of 90 inches and an all-steel body. It was powered by the 2199 cc four-cylinder petrol engine (with a maximum of 62bhp) made famous by the Austin A70. This had a good reputation for reliability and was probably one of Austin's most successful engines having been originally designed just before the war and remaining in use, in various forms, right into the 1970s. There was also an alternative 55 bhp diesel unit of 2178 cc which had also gained itself a good reputation, becoming the standard power unit of the famous London taxi. There was a robust four-speed gearbox with synchromesh on second, third and fourth gears and a transfer box giving the operator the choice of either rear-wheel drive in high ratio, neutral for power take-off or four-wheel drive in low ratio. Maximum payload was 10 cwt; maximum drawbar pull 3000 lbs. Perhaps the most unusual feature was the use of 'Flexitor' rubber trailing arm independent suspension units all round.
Austin had been thinking about civilian replacement for their 'Champ' model and had produced some special-bodied models on similar lines to the proposed Gipsy, incorporating opening side doors, a hinged tailboard, lengthwise rear seats and a canvas tilt.
The Champ had proved the usefulness of independent front and rear suspension for fast driving over rough terrain. It was decided that a suspension system giving comparable performance to that of the Champ, but at a reasonable cost for mass-production, was needed. Several chassis with wishbone suspension systems similar to the Champ's were constructed and run experimentally, but production would have been expensive and maintenance requirements would also have been elaborate. It was not until Austin designers had seen a light military trailer equipped with Flexitor rubber trailing units at the Fighting Vehicles Research and Development Establishment test ground at Bagshot Heath that they decided on a suitable system that offered freedom from lubrication problems and a comparatively low production cost. They were impressed with the way the suspension coped with repeated impacts on the corrugated test section and decided to explore its suitability for a four-wheeled vehicle.
The patented Flexitor suspension (produced by George Spencer, Moulton and Co. Ltd., a member of the Avon group) employed a precompressed rubber cylinder which was chemically bonded to a tubular steel housing and to an axial shaft on the end of which was mounted the trailing arm carrying the wheel. All deflections of the arm resulting from bumps were absorbed by the twisting of the rubber. The units embody a measure of self damping, but hydraulic shock absorbers all round gave extra control. Spring failure was virtually impossible and tests showed that it had a life of over three times greater than that of conventional leaf springs. It was initially intended to have inboard brakes, but due to legal requirements, this was not possible. This braking system would have been ideally suited to this type of suspension.
The steel body was built as a unit, mounted on the chassis at six points. The sides were formed from sheet steel with box section reinforcement and was roto-dipped for protection against rust. There were easily detachable side doors, operated by internal cables, at the front and a tailboard supported by chains at the rear bench seats. All-weather equipment included a PVC-covered tilt and hoopsticks. The tilt was attached to the windscreen by press studs and roped to the sides of the body.
The all-steel body sadly had a tendency to rot, even with the extra protection offered. The chassis was made of 14 gauge sheet steel in the form of a box section constructed from two U-sections, seam welded along either side of the box. The prototype had been welded along the corners of the box but these proved to be stress lines and were subject to cracking. It was of conventional ladder design, with six cross members serving as mountings for various components.
Austin Gipsy Series 1
The Series One Gipsy did have it's shortcomings and these were not helped by the hesitation of the public to invest in a completely new four-wheel-drive vehicle with an unconventional suspension system and only one wheel base - 90 inches. To try to overcome these initial problems a Series Two was introduced in 1960. Many detail modifications were made to both steering and suspension. The steering layout was revised to improve cornering and reduce wear, the suspension rubber was softened and the box-section trailing arms were made from a heavier-gauge metal to increase their strength. Lever-type dampers replaced the telescopic units at the rear to accommodate increased rear suspension travel and improve ground clearance and rubber packing was interposed between the rear differential unit and the chassis.
Austin Gipsy Series 2
Austin Gipsy Series 2
Body work improvements included a larger ventilator below the windscreen together with new fresh air vents mounted on the front wings. Strengthened doors with externally mounted galvanized door handles and new steel-framed side-screens, with sliding glass windows in place of the original fabric type with signaling flaps. A fibreglass hard top was also made available. However, the biggest step forward was probably the introduction of a long wheel base version (111 inches) with heavy-duty leaf springs on a beam axle at the rear. The long wheelbase version was also available as a pickup with a payload of up to 15 cwt. All Gipsys were now available in a choice of four colors; Lincoln green, Cheviot fawn, Clipper blue, and Birch grey. Later these were changed to Dove grey, Old English white, Almond green, and Haze blue for the series four.
The only modification to the engine was a new main jet in the carburetor giving improved fuel economy and making this the most economical version of the Gipsy ever produced without significant loss of power. The transfer box was now fitted with two levers, so that both high or low ratios could be selected in four-wheel drive.
Since the Gipsy's introduction, Switzerland had proved to be the second biggest overseas market, accounting for five and a half per cent of the total Gipsy exports. So it was decided that examples of the new Series Two model should be exhibited in the March 1960 Geneva Motor Show. Australia was the leading importer of the Gipsy, taking no less than 31 percent of exports.
Increased Gipsy sales and market research revealed that the requirements of potential Gipsy users were so varied that an increased choice of specification was required, and so a new Gipsy was developed. In September 1962 the Gipsy Series Four (there was no Series Three) was announced, boasting a basic range of 25 variants and a choice now between either the Flexitor independent suspension or semi-elliptic springs with beam axles.
Austin Gipsy Series 4
The reason for the introduction of the semi-elliptic springs as an alternative to the Flexitor system was simple: The Flexitor suspension enabled users to drive at high speeds over rough ground in relative comfort, while the chassis-mounted differentials took all the pounding, thus creating a poor reputation for wear and damage, as well as putting too much stress on the six propshafts. The beam axles had the advantage of lifting the differentials, with the axle, above the bumps. The use of the beam axle and leaf springs also reduced the size of the turning circle required from 42 feet to 35 feet on the short wheelbase and from 53 feet to 43 feet on the long wheelbase.
The petrol engine, although no bigger, now developed an additional 10 bhp, giving a total of 72 bhp, this having largely been obtained through the use of a new carburetor (Zenith 42VN) and a larger manifold. An electric fuel pump replaced the mechanical one, which had suffered fuel vaporizing problems when working at high temperatures; this was now situated under the passenger seat, away from any engine heat.
The most obvious changes were in the body which, while still retaining the basic Gipsy shape, had now been restyled. A split front grille of wire mesh with a curved bottom part, detachable for installation of a winch and easy access to the steering box, replaced the old flat slatted type. The front bumper now had towing eyes, and the dirt-catching recessed panels carrying the rear lights and number plate had been redesigned and were now protected by handle-like light guards. Gone also were the fresh air vents mounted on the fronts of the wings; these were replaced by side scuttle vents.
A full-length moulded fibreglass dashboard containing all the instruments including water temperature and oil pressure gauges (a matching ammeter and tachometer were available at extra cost) now lay directly in front of the driver, replacing the old centre-mounted instrument panel. On the other side were a lockable glove compartment and a grab handle, to give passengers something to hang on to. The doors had trim panels and armrests to match the seats, which were also improved to give greater comfort.
The tough Gipsy gearbox had a comprehensive choice of either rear-wheel drive only or four-wheel-drive high ratio, four-wheel-drive low ratio and front-wheel drive only as well as various power-take-off facilities. The gearbox, in all Series, has a good reputation for reliability and strength.
Gipsys were available in either left or right-hand drive and had many export-only options, such as opening rear side windows and double-skinned roofs. Initial priority was given to export orders and Government contracts (many were ordered for Civil Defense in the UK and export orders included one from the Malaysian Army). Consequently, relatively few were sold to home buyers. Plans for increased production and home sales were slowed by a disastrous fire in 1963 at the Adderley Park factory where most Gipsys were built and sales of the model suffered.
The G4 model range included, as well as the usual alternatives of petrol/diesel, hard/soft tops, Flexitor/conventional suspension, and long or short wheelbase, a standard factory option of a short-wheelbase fire engine (long-wheelbase available to order). Also available was a special two wheel-drive version, in the form of a long-wheelbase pickup. All other models could, by special order, have rear drive only.
There were many special versions made as well. The factory could provide chassis/scuttle units as a foundation for all sorts of bodies - ambulances, personnel carriers and even snow ploughs which were used by local authorities. The Gipsy still enjoyed popularity with organizations like the AA and garage chains such as Henlys and Caffyns and also with some public organisations.
Right from the beginning BMC decided they had to adopt fairly aggressive marketing tactics to help break into the market held by the Land Rover. One such example was the demonstration of a Gipsy Series One in 1959 by the Austin distributors in Nairobi which some two hundred people attended. The Gipsy was driven over an unprepared obstacle course in Kenya's scrubland, including a spillway of rock with boulders up to two feet high and culminating in a drive up the side of the Nairobi dam, stretches of which were as steep as one in one. A professional hunter who turned up boasted that anything the Gipsy could do his Land Rover could do better. He was promptly challenged and a five to one bet was made. The Gipsy made it to the top, but the challenger gave up at the second attempt! Such stunts were held throughout the Gipsy's life. A Gipsy Series Two was driven up Ben Nevis, then one was driven up the almost sheer face the Avon gorge. A Gipsy Series Four was tested for reliability by means of a 16,000 mile high speed run across Africa and Asia.
BMC were always willing to demonstrate the ability of the Gipsy. For example, they were again quick to take up the challenge in 1964 when the manager of a Birmingham construction company wrote to them in dismay at having seen a Gipsy being lowered by crane from the roof of an Austin showroom, instead of being driven down the one in one ramp. He was invited out to Longbridge to watch the Gipsy go up the factory's own one in one ramp and have a go in the passenger seat himself. It was explained that the police were worried that by using the ramp to the showroom roof would have drawn a crowd and possibly have caused accidents on the busy road next to it.
In June 1965 the less popular Flexitor suspension was finally dropped from production. By 1968 the Gipsy had become a serious rival to the Land Rover and private sales had picked up. In this year also came the merger between the British Motor Corporation (BMC), who built the Gipsy, and Leyland, who owned the Rover company. Now that the new combine was making two competing ranges of four-wheel-drive vehicles, the Gipsy was killed off, but even Land Rover staff admitted that it was now a good product and they were quite relieved to see it go.
Throughout Gipsy production probably no more than 21,000 were made over the ten-year period, 10,000 or so of these being the Series Four version. A very comprehensive range of accessories was available throughout production, including tropical roofs, winches, opening windscreens, and a choice of chrome or stainless steel hubcaps! The Series Four also had a choice of either the standard dynamo or an alternator and even an optional mechanical tyre air compressor pump operated by the power take-off, with an outlet and pressure gauge in the cab.
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