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By
DAVID PIKE
Introduced in 1958 the Austin A55 Cambridge followed on the tradition of
the A40 Devon as a typical family car with sufficient power and space to
carry four people with a large and useful luggage space.
Unlike a number of other cars at that time, which had a front
bench seat even though they were not sufficiently wide enough to
carry three passengers regularly in the front, the Cambridge had a
pair of matching seats which were separately adjustable. This also
allowed a long legged driver to push only their seat well back
allowing reasonable legroom at least on one side of the rear
compartment. There were arm rests on all four doors and the well
padded seats and squabs made for a comfortable ride even on long
journeys.
The four-cylinder ohv engine of 1489 cc capacity developed 38kW
with a top speed of 130km/h and a fuel consumption figure of
around 8.5-litres per 100 km at usual touring speeds. The engine
was rather quiet and only the slight mechanical noise from the
indirect gears was obvious in new cars. Girling brakes, as fitted
to all Austins, were of generous dimensions, providing smooth
operation with a high resistance to fade.
In the four-speed gearbox the forward gear ratios were selected
from the viewpoint of a driver accustomed to only three speeds
with second being a starting gear, while first was mainly used for
emergency use. Third gear worked well up to 90km/h but could also
be engaged at higher speeds if engine braking was suddenly
required. Although the car came with a steering-column gear lever,
for a small additional charge a remote-control lever in the centre
of the floor could be specified.
On the dashboard the control layout was rather difficult to
manage. In the interests of symmetry the controls for the choke,
panel light, exterior lights and ignition, windscreen wipers and
starter were all spread out with little thought as to their
relationship or ease of use when driving. Driving instruments, as
was normal at the time, were limited to a speedometer with
distance recorder, plus fuel and temperature gauges. No ammeter or
charging indicator was fitted but a clock could be specified as an
optional extra.
In the 50s, routine maintenance by the owner was quite a normal
practice but with 18 grease nipples requiring attention every
1600km they would have been kept quite busy. Still the car
provided practical motoring and its appearance, finish and
interior comfort won the approval of many buyers but its typical
British design lacked most of the characteristics which appealed
to Continental-car enthusiasts.
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