20200110 still awaiting the American DC motor and the control gear – being sent by Sea!!! Apparantly airlines don’t like anything to do with EV batteries, not even the control gear….. what are they like.
250 of these, connected in such a way as to provide 50volts. I was going for 60v but the number of batteries did not equate to a reasonable BMS (Battery Management System). Each cell is 3.7v rated at 20Ahr with a C rating of 5 – 100Amps!!!!! So connected in parallel and then in series – the power available is phenominal – however, as I am ‘winging’ this, no-one has mentioned keeping these babies COOL or warm for that matter, because you cannot charge Lith-Ion-Po when it is freezing cold, and if they get hot they could explode!!!! Eeeek
It may certainly LOOK good, and after all it’s not been touched for over 46 years (yes you read that right – left in the dry shed since 1972). However, with it’s original paintwork, original leather seats etc; one dashboard dial has been robbed (but they don’t work anyway, so no loss).
Above, I offer various photo’s from the project. There will be more photo’s as the project has now changed from RENOVATION to ELECTRIFICATION.
Having owned ‘Roo’ since before I bought the lovely runabout ‘AGU’, and now having had a long period of trials and tribulations with her [AGU], I have decided NOT to renovate and just offer the ENGINE, gearbox and full ‘drive train’ to the ATDC members. It will simply keep another almost dead Austin 10 on the road.
One of the main reasons for deciding on ‘electrifornication’ 😉 is that ‘AGU’ is a pain in the arse to start, all minor issues are engine based and unlike the Austin 7 project, offers a fabulous finished Austin 10 (looking) modern electric car. Ok, it’s bigger, but compared to the A7 the chassis on the ’10’ is using girders not bent steel, and the whole finished car will be a four door car with a lot better range and more scope for modification.
The plan was to sell the engine etc; (which I now have done) and acquire a new electric motor of about 15hp, but this time I will try out the American sources of drive motor and controls (they are more advanced me thinks?).
The engine was a pain to remove, mainly because the nuts and bolts are 86 years old, rusty and seized up. I had to carefully cut most of them with a 1mm diamond disc. Even when the charome radiator was finally extracted, the engine, gearbox and prop shaft were huge endertakings in their own right. As I have probably mentioned, I bought a 1 Ton engine hoicst from China (brand new), delivered for £99 – amazing. It turned out that LIFTING the engine was almost impossible the way the factory had assembled it in 1933, so all the steering linkages had to be removed and the engine LOWERED. But even then the whole car had to be lifted to get to the engine resting on the concrete drive……jeez, 3 days later!!!!!!
With such a large engine bay and substatial chassis rails, I could use almost any current 3 phase or DC motor of around 15hp to 25hp. Mounting brackets would not need to as complex as the A7’s and a new prop’ shaft would connect the back axle directlt to a flange set on the motor spindle.
But what happens next……………..FFS!! Rain!! like 40 days and 40 nights, even though ‘Roo’ is under a temporary rain shelter, working outside is a pain. (As truly working on the Austin 7 has proved too!!). So it’s off to the inside workshop………, but before delve into that phase, let me show you what the INSIDE of the 86 yr old doors looks like after the cards have been removed and the woodworm dust sucked out……fabulous
Only one side of the car was infested with woodworm (now dead after ‘bombing’ them with three American smoke de-infestors) [?]. The cards on the drivers side were riddled with holes, so in order to form a template of the wooden ‘card’ a good door has to be used to translate the wimmor image for the opposite side. Having the three-ply available (ordered for the required cards in the A7) has been a saviour. Jigging them out to copy is easy, but the pockets would have to be accommodated as they are very fancy shaped (unlike the plain and simple A7)
Thanks to Austin’s quality, the woodworm free door and card are in brilliant condition – enough to use as a reversible template.
Why? you may well ask….. Vandalism? Envy, mischief, competitors, enemies, who in hell knows why. It’s not that our passwords are simple (they are not) and it’s not the web guys fault as their PW’s are higher, but whatever the reason, it’s a pain in the arse. It’s not the money, it’s the TIME involved re-establishing the entries, the huge number of photo’s and the logic and comments the site receives.
I thought it may be TWITTER linked, but the twitter handle [BeeEcoEV] for the electrification of the 1933 Austin Seven is quite new. I thought it may be ‘purists’ – for when I started on the project, I got some real ‘stick’ and the drums rumbled all around the world (I kid you not).
So……. As I am now adding the EBAY bought ‘Barn Find’ to electrifornication, I’m keen to tell the stories, the plans, the failures and the bloody pure agro of 86 year old nuts and bolts.
Just a very short video (modified to fit this site) of the 1933 Austin 10 we have named ROO, and the starting of the motor after 47 years of neglect. To ensure it all worked, we carried out a check and replacment of anything found broken, seized or missing.
Without spending too much time explaining this immediate discovery, I’m going to list some of the bizarre wording from 1933 Austin Cars sales booklets and mechnical instructions….. words like :-
Strangler, Choke, Throttle….. Accumulator, Regulator, Commutator. “Don’t be cruel to the Starter” Strainer, Shifting spanner, Banjo, “The strangler knob should be IN all the way”!!!! Naked Lights, “Horn becomes uncertain, giving only a choking sound” Drumming of the Mud Wings, Frictional Characturistics, “a backlash between the Worm and Worm-wheel”
My goodness, with that lot, I could write a novel……………
Now there are THREE….. Joining the original Austin 7 RP – which we have called ‘Frankie’ (after Franknestein). The EBAY find – ‘Roo’ (the kangarooing Austin 10); and now ‘AGU’ – a well known 1933 Austin 10 chrome rad’ saloon
It’s not that I hate ‘Modern’ cars, but quite honestly it’s like driving around in your wallet. The very last ‘modern’ I owned (two weeks ago) – a Volvo ‘Car of the Year’ XC60 monster [far too big, too costly and too sophisticated – to say the least] it actually cost me £2500 depreciation to own for 12 months, plus £750 insurance and £144 road tax, and to add to the insult – was diesel.
Prior to that ‘modern’ was a beautiful XK8 Jag’, bought with only 15,000 miles on the clock and nearly 20 years old…… yet another brilliant piece of British hardware but like a ‘BOAT’ [Break Out Another Thousand]
So how can I be wrong (to drive ‘Vintage’)? £100 insurance, no MOT, no road tax and an appreciating bit of British motorting history, and if the worse comes to the end of Vintage – electrofornication……
Produced from 1932 to 1947. There were around 290,000 ’10/4’s made.
The Austin 10 was a small car made by Austin. It was launched in 1932 and was Austin’s best selling car in the 1930s and continued in production, with upgrades, until 1947. It fitted in between the “baby” Austin 7 which had been introduced in 1922 and the Austin 12 which had been updated in 1931.
The design of the car was conservative with a pressed steel body built on a cross braced chassis. The chassis was bought in and was designed to give a low overall height to the car by dipping down by 2.75 inches between the axles.
The 1,125-cc four-cylinder side-valve engine producing 21 bhp drove the rear wheels through a four-speed gearbox and open drive shaft to a live rear axle. Suspension was by half-elliptic springs all round and the brakes were cable operated. The electrical system was 6 volt.
For the first year only, a four-door saloon was made in two versions. The basic model cost £155 and was capable of reaching 55 mph with an economy of 34 mpg; it was rapidly followed by the Sunshine or De-Luxe with opening roof and leather upholstery at £168.
1933 saw the saloons joined by an open two-seater or “Open Road” tourer, a “Colwyn” cabriolet and a van. A sports model, the 65 mph, 30 bhp “Ripley” joined the range in 1934. Mechanical upgrades for 1934 included a stronger chassis, synchromesh on the top two gears and 12-volt electrics.
The first styling change came in late 1934 with a change to the radiator when the plated surround or cowl was replaced by one painted in body colour and it was given a slight slope. Synchromesh was added to second gear and “semaphore” type indicators were standardised. The saloon was given the name “Lichfield” and got a protruding boot which enclosed the spare wheel.
A new body style was added in 1936 with the six light (three windows down each side, with one behind the rear door) “Sherbourne” but the big change came in 1937 with the almost streamlined “Cambridge” saloon and “Conway” cabriolet. Other changes included Girling rod brakes, 16-inch steel disc wheels replaced the 19-inch wires and more room for passengers by moving the engine forwards by 4 inches. Top speed rose to 60 mph . These changes did not appear on the open cars, which no longer included the Ripley sports, until 1938 when all cars also gained an aluminium cylinder head on the engine.
A virtually new car was launched in 1939 with the body shell incorporating the floor to give a semi-unitary structure. The car was completely restyled by Argentine born Ricardo “Dick” Burzi who had joined Austin from Lancia in 1929. The bonnet was hinged at the rear, replacing the side-opening type on the old car and the radiator grille became rounded and there was no cabriolet.
In spite of the outbreak of World War II, production of the Austin 10 continued in large numbers but there were no tourers but there was a pick-up. In all during the war 53,000 of the saloons, pick-ups and vans, the last two unofficially known as “Tillies”, were made.
With peace in 1945 a change was immediately made to civilian production but with the post-war financial crisis they were nearly all exported with the first one arriving in the United States in July 1945.
The car continued in production in saloon form only until October 1947 to be replaced by the A40. The van also re-appeared post-war with a slightly larger 1,237-cc engine.
It’s been emotional (joke) but lengthy….. at last the whole drive system – motor, batteries, BMS, connections and wiring have arrived. I’ve put a cup & saucer on the HUGE motor to give some perspective, but it does say “6Kw, 48 volt, 1750 revs” which I calculate to be 8hp, so we are still working on an 8hp exchange.
You can see, it’s likely to be a shoe-horning session, and it was so heavy (46 Kilos) I had to install a very speedy pulley hoist on the garage joists, to manipulate the MASSIVE motor??? Why is it so big?.
But, being SO big, it has force a rethink as to where it is to be mounted. I was originally wanting to have it slung under the bodywork between the chassis members almost directly onto the prop’ shaft, but now I’m paying fixed on the ‘A’ frame front chassis and extending the prop’ shaft to marry with to motor drive shaft.
I’m hoping you’ve read the gamble story (buying an 86 year old vintage car off EBAY), well I have to say I’m pretty sure the gamble has paid off. You will have read that I had the 1933 Austin 10 delivered directly to my repairing/service garage, I thought how difficult could it be (to get it running) if the car was driven into the garage where is stayed untouched for 46 years??
OMG…… So the fist compromise is the photo taken for the EBAY sale….. photographic license!!!! It really didn’t show the thousands of pits in the bodywork paint. Maroon on old cars is usually very good and sprayed on quite thick, but this car has tiny pin-pricks which have gone rusty.
The engine looks very dusty and ‘untidy’ with random wires all over the place? – but everything is there (pretty good after 46 years!! OK, spotted, 1 clock of some kind missing from the dashboard). So being basically it’s a complete car. I asked Steve at the garage to try and get it going. He texted back to me fairly regularly…”we thought it was 6volt, as the headlights were marked 6v, but then the six volt battery you gave us didn’t crank it, it just went clunk”???? Moving on……. trying it on 12 volt simply made the “Clunk” louder. Oh bugger.
Over a number of days, the list of troubles in the drive chain grow, without one working properly the whole car is broken…. At home I’m frantically phoning around for :- A company that can repair the starter. A fuel pump, a carb’ and serviceable parts to tweak the tweakable.
The Austin 10 is a very well supported vintage car. Parts are available going back to the late 20’s right up to 1938/9. It really is a credit to the enthusiasts that have made their business keeping these beautiful cars on the road.
Finding an almost new petrol pump is almost a miracle. Finding a car’ is looking more difficult, but I have one fitted to the Austin 7 engine which is now redundant. Robbing this engine and parts has saved the day. Steve reports “Right, the cars running”………. I rush around to his garage and hear it running for the first time (for me) and it’s TOO LOUD….”Why is it loud?” They all laugh – “there’s no silencer….Oh bugger” Now a reasonable silencer has to be made.
Inspecting the whole car for the worst time is very comforting. I do notice however some white powder…”What’s this powder?” I ask….. wood worm. Oh for goodness sake, I can see some of the niggles are going to take a lot of time to sort out…….