Shed of the week, Wk 2

THE PRINCESS

 

Designed by Harris Mann, also responsible for the Austin Allegro the car was launched on March 26, 1975 as the 18–22 Series. The name referred to the engine sizes 1800 cc and 2200 cc. For the first six months of production three badge-engineered versions were produced: Austin, Morris and Wolseley.

Unlike the Allegro, the 18-22 Series made it to production relatively unscathed and unaltered from Harris's original plan. The bonnet was made a little higher, to allow for taller engines, but the biggest change from Harris's design involved the rear. Harris had intended the design to be a five-door hatchback, but management decided that the Austin Maxi should be the only hatchback in the range, making that its unique selling point. Consequently, it received fixed rear glass and a separate boot, belying its appearance. Some feel this was to prove a sales-loser for the 18-22 Series entire life.

Austin versions were identifiable by their trapezoidal headlamps and low bonnet line, while Morris and Wolseley versions sported twin headlamps, with a humped bonnet and raised grille section. Engines were either the 1800 B-Series four-cylinder or the 2200 E-Series six-cylinder, all with a four-speed gearbox or three-speed automatic. Trim levels were basic or HL for both Austin and Morris versions. The difference being chrome trim embellishments and vinyl C-posts. Apart from their bonnet and headlamp designs, and of course their badging, the Austin and Morris models were virtually identical. The Wolseley model was only available with the six-cylinder engine, full chrome grill and luxury velour interior trim.

Like many other controversial cars of its time, the exterior styling was distinctive and innovative. "The Wedge", as it was often nicknamed, was indeed very wedge-shaped. Within BL the car was often referred to as "The Anteater".

After only six months on sale, the 18-22 Series was renamed Leyland Princess in September 1975 and the range would be rationalised. Sadly, the last Wolseley rolled down the production line at Cowley in September 1975. There was talk of resurrecting the Wolseley name for the 1982 hatchback version of the Princess but alas; it was called the Austin Ambassador instead.

 It should be noted that in the six months the Wolseley 18-22 was on sale, it was far more popular than its replacement, the Princess 2200HLS.

Build quality of the Princess was affected by poor quality control and constant industrial disputes; it gained a reputation for unreliability that it could never shake off, even though quality improved in later years. The styling, praised upon introduction, was soon labelled "ugly".

In July 1978, the Princess was given a revamp and renamed the Princess 2. The main change was the replacement of the old 1800 cc B-Series engine with the new O-Series engine. The new engine was offered in two sizes: 1695 cc and 1993 cc. Since there was an 1800 cc tax barrier for company cars at the time, the 1700 cc O-Series engine was developed to take advantage of that, whilst the 2000 cc engine was developed for the private motorists who wanted something different from the popular Ford Cortina. The car had perhaps reached its pinnacle when the prestigious Motoring Which publication described the Princess 2200HLS automatic model as "An excellent car, marred only by poor reliability".

Production of the Princess ceased in November 1981.

The basic Princess design lived on in revised form until 1984 as the Austin Ambassador.