The 1935 Austin Ten

Lichfield saloon

The Lichfield Saloon

Taken from 1935 sales catalogue . . . . . .

Smart in appearance and performance, very economical and reliable, the "Lichfield" saloon provides generous accommodation for four persons; with ample head, elbow and leg room. Because the "Lichfield" carries its load within the wheelbase, it corners well, does not sway, and is very handy to control. A Pytchley sliding roof is fitted.

The illuminated instruments are grouped opposite the driver, the left half of the fascia board contains a compartment for parcels, and the controls are very conveniently placed.

There is a fixed head saloon with less expensive furnishings and without items *

The car can be finished to choice of Austin colours and upholstered in * Bedford Cord, * Moquette, or * best quality leather.

There are direction indicators with automatic return, electric twin blade windscreen wiper, * interior visor, driving mirror, interior lights, blind to rear window, pile carpets, draught and fume excluders, pedal rubbers, luggage accommodation, luggage straps, spare wheel and tyre, locks on doors and those accessories shown on the chassis specification. All fittings chromium plated. Triplex glass in windscreen, side and rear windows.

Taken from a Practical Motorist December 1934 road test . . . . . . .

"The engine was found to be flexible, as well as lively. It was possible to travel as slowly as 5 or 6mph in top gear and to accelerate from that speed to the maximum evenly and quickly. Acceleration from 10 to 30mph in top was accomplished in 14 seconds, the same test in third gear occupying 91/5th seconds, and other acceleration tests against the stop watch, through the gears, were equally creditable.

Impressions at the Wheel

Taking over control of the "Ten-Four" on a cold day, and with the engine cold, we found the automatic thermostat a boon. The engine warmed rapidly, and soon showed signs of a very pleasing liveliness.

The body has ample dimensions, but there is no suggestion that the power is by any means inadequate to carry. On the contrary, the car climbed a considerable gradient - over which we have driven many cars of various types and sizes and which we know to be a fair test of staying power for a car - at a speed distinctly better than the average for its class, and seemed to have something in reserve when the summit was reached.

On the level we attained a maximum of 60mph in top gear, 45 in third and 28 in second gear, while on a slight down gradient we found the car would travel at well over 60mph."