|1938 to 1940|
|Manufacturer||Austin Motor Company Limited|
|Production||July 1938 – September 1939 Quantity 300 (sold) 1938—138 1939—152 1940—10Longbridge|
|Body and chassis|
|Body style||saloon, limousine|
|Engine||4,016 cc (245 cu in) Straight-six|
|Wheelbase||11' 4", 136 in (3,500 mm) Track front: 4'10", 58 in (1,500 mm) Track rear: 5'0", 60 in (1,500 mm)|
|Kerb weight||39 cwt 4,368 lb (1,981 kg)|
The last of the Austin range to be given Dick Burzi's new body-shape it was announced twelve months after the entry into production of Austin's update of their Sixteen into their stubby-nosed Eighteen, a 50% more powerful engine in a longer-nosed (by 18 inches) body. The new body which only shared its general appearance with the smaller Eighteen was described as notable for its roominess and luxurious comfort. Generous seating with a flat unobstructed floor together with draught free ventilation by sliding quarter windows, sound insulation for all the steel body panels and generous luggage accommodation were further new features. Equipment includes a reversing light. The price of the new Twenty-Eight was £700.
Other improvements across the board would include: pistol-grip handbrakes under the dashboard, increased luggage accommodation, piston-type hydraulic shock absorbers, more accessible batteries and a quick filling petrol tank.
Steering system was by Marles-Weller.
Brakes were by Girling.
Rigid axles back and front supported low-periodicity positively lubricated half-elliptical springs with hydraulic shock absorbers and jacks.
New engine July 1938
The new 4-litre engine was announced to a gathering of Austin agents and distributors at Longbridge at the end of July 1938. The design with the alloy cylinder head having proved so successful on the Austin Fourteen it would now be applied across the range. It included a higher compression ratio, "upwards of 6 : 1" which in combination with the larger inlet valves improved fuel consumption and power output.
The cylinder bore was increased by 7 mm from 79.35 to 86.36 mm lifting cubic capacity from 3.4-litres to 4-litres. The tax rating was increased from 23.42 to 27.75 but the power output went up from 58 bhp (43 kW; 59 PS) @2,600 rpm to a reported 90 bhp (67 kW; 91 PS) @3,200 rpm.
The previous eight main bearing crankshaft was replaced with a four-bearing crankshaft fitted with a vibration damper which decision fitted with the then current trend.
The new detachable aluminium alloy cylinder head was fitted over inclined side valves and anodised aluminium alloy pistons. Pressure lubrication was supplied to the tappets, coolant temperature was controlled by thermostat and coil ignition was provided with automatic advance.
A new and roomy seven-seater which has much to recommend it including the price. Unusually good windows, long and fairly deep give a good view and enhance the appearance of the car. The cushions and shaped squabs are comfortable, the compartments are divided by sliding glass panels. There are folding foot rests, blinds to the division window, shaped armchair backs to the seat and a double arm rest in the centre. The occasional seats give reasonable comfort, the doorways behind are wide, the boot has two good-sized fitted suitcases with the spare wheel below and its platform is designed to take 1½ cwt 168 lb (76 kg) of extra luggage.
The new engine has the extra refinement in running noticeable in the other new Austin units and shows much improvement on the former Twenty. The horn button and the signalling lever are on the top of the thin three-spoked steering wheel. The brake lever is inverted and under the dash. Acessible it does not interfere with entrance and has a thumb-plate trigger. The greatest comfortable speed was 70 miles per hour.