Thread: Interesting, Odd or Funny Pics II.

Originally Posted by DieselLSE

That's because the 2.25D is really a Morris A40 engine!

The Rover 2.25 bears no relation to the Austin engines. The Austin engines were developed in various sizes of four and six cylinders from the late 1930 as replacements for their side valve engines. In an era less careful about IP, they were close copies, although reverse image, of the Chevrolet engines originating in about 1914.

The Rover engine was a clean sheet design, planned from the outset to be built in both diesel and petrol versions, first appearing as a 2.0litre wet sleeve diesel in 1956, and as a sleeveless 2.25 petrol in 1958, with the diesel changing to the petrol block in 1961.

I think DieselLSE was posting tongue in cheek.

I think you are probably right, but I thought someone ought to clarify in case a reader believed it.

Originally Posted by V8Ian

I don't think there was ever a Morris version in the UK, John.

Austin had been merged into the British Motor Corporation (BMC) in 1952 and – unusually for BMC at the time – the A40 Farina was sold only as an Austin and not rebadged for sale under any other BMC brands.

Austin A40 Farina - Wikipedia

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Doesn't really peeve you, when you come out and find someone else's cat on your car?

Originally Posted by V8Ian

The A40 Farina was only marketed as Austin. The A55/60, Morris Oxford Mks l and ll, were Farina designed. BMC got their money's worth from the drawings, also producing Austin Westminster, Riley, Van den Plas, Wolseley and MG (? Jerry?) versions.
It wasn't entirely one sided, the house of Farina also sold virtually the same design to Peugeot for the 404.

The MkIII Farina Magnette followed on from the nice little MG ZB, and was introduced in November 1958. Abingdon had to cease making saloon cars as it now also produced the Austin-Healey sports cars, and space in the plant was at a premium. Many bought the new MG from Cowley in Oxford, a poor replacement for the taut ZA/B. The BMC Austin Design Office (ADO) had produced the Magnette MkIII utilizing the ZB’s engine, gearbox, and rear axle (same as the MGA, in fact!), but had incorporated the Austin A55 saloon car floorpan, and a re-skin of its upper body in Pininfarina style. Overall the MkIII was a corporate car, designed by a committee, with bits fitted they thought an MG should have. The MkIII was produced in the U.K. along with four sister cars, all using the same body: an Austin A55 MkII, a Morris Oxford Series 5, a Wolseley 15/60, and, a very similar car to the Magnette indeed, the Riley 4/68. The Riley and the MG used the twin-carb version of the BMC B series engine, with 1498cc developing 68 bhp. The other three models were single carb cooking versions, putting out 50 bhp!

Because of the car’s interior room and huge boot, it sold very well as a Morris, Austin, or Wolseley. The Riley did reasonably well, but the MG version was shunned Today the MG Farina Magnette is a rare car. Only 70 MkIIIs and 178 MkIVs are on the British DMV records. The modifications carried out in 1961 were far too late for the Farina Magnette, and even though the car handled belter and was faster than the MkIII, a bad name sticks. The fact that many parts from it can be used on the ZA/ZB and MGAs has not helped the survival rate, and corrosion on the English winter salted roads, in addition to demolition stock car racing, has seriously reduced surviving numbers. Unlike other MG cars, they hold little cash value

Goodness. What have I started?

Originally Posted by DieselLSE

Goodness. What have I started?

. “It's a dangerous business, Frodo, going out your door. You step onto the road, and if you don't keep your feet, there's no knowing where you might be swept off to.”

JRRR Tolkien, The Lord of the Rings.