‘I drove the UK’s first popular car – and it was absolutely terrifying for one reason’

Us modern drivers take a lot for granted. We spend plenty of time complaining about the and , the rising level of driver assistance features taking over, and whether or hydrogen will actually take over from and .

However, while the modern motoring landscape gives drivers a lot to argue over, our shiny new cars come with dozens of features we overlook, and the best way to demonstrate this is by getting behind the wheel of one of the first truly popular models in the UK.

While many motorists regard the as the world’s first truly popular car, the large and quite cumbersome model was not particularly practical on the narrow and unpaved roads that made up most parts of the UK in the 1920s. As a result, on the recommendation of his wife, Sir Herbert Austin made it his ambition to make a practical, dependable, and above all else, for the people. Enter the .

Introduced to the market in July 1922, the little 7 was largely developed in Herbert Austin’s free time, being designed in the billiard room of his manor home. With a royalty of £2.10 made on every example, it helped the Austin brand pull through a difficult time, with about 290,000 examples made over the 16 years it was on the market.

The Austin 7 is certainly one of the most influential cars the UK has ever produced. As a result, when in Derbyshire invited me to test an example as part of their scheme, I could not wait to try it out.

Styling:

Picture a car from the 1920s or 30s, and, perhaps without even knowing it, you are likely thinking of an Austin 7. Its boxy bodywork, long and thin rectangular grille, and externally mounted headlights on externally mounted front wings are all hallmarks of the era.

That said, whilst the Baby Austin looked conventional for the era, it still broke new ground by being offered in a wide range of body styles. Over its 16-year production run, the 7 was sold in all manner of saloons, convertibles, and sports tourers, not to mention the great number of spinoffs that turned it into an entry-level performance or, at a push, luxury car.

The particular model I had the luck of testing was the Austin 7 Pearl – a kind of hybrid convertible with full-sized doors but a rollback roof. Perhaps the Pearl is not quite as striking as the ‘Sports’ coupe, but it is certainly unmistakable and surprisingly practical.

Interior:

Being one of the most basic cars of the era, few drivers could expect the Seven to be a lavish model. However, coming from my trusty 1977 Citroen 2CV, the Baby Austin does just about everything needed to drive.

The instrument panel in particular is surprisingly comprehensive. In addition to speed and fuel, drivers can easily see the battery charge and oil pressure. Whilst the boot is not particularly huge, drivers can also store their odds and ends in the pair of rather quaint door pockets.

Nevertheless, the little Seven’s interior does offer a few quirks of the era, such as the manual choke to warm up the engine. Whilst this was common on many family cars into the 1990s, the lever has a handle of sinking back into the dashboard. The solution? Sticking a clothes peg on the stalk to keep it out while the engine warms up.

Practicality:

Despite having a tiny stature, the Austin 7 offers a reasonable amount of legroom for reasonably tall drivers. There is not too much space between front passengers, but I can imagine it would be reasonably comfortable for short journeys about town.

Being a Pearl model, the 7 I tested also featured a rear bench, accessible by flipping the back of the front seats forward. That said, an incredible lack of room for passengers’ feet to go means that it can really only be used by small children or bulky items.

Naturally for a 1930s car, there is very little in the way of safety equipment, including seatbelts for any occupant, so no driver will feel much more secure than a motorbike rider when behind the wheel of an Austin 7, but I suppose motorists about to have an accident could at least jump out via the open roof!

Performance:

The Austin 7 gets its name from the old ‘horsepower’ system of taxing vehicles in the 1920s and 30s. However, drivers will be pleased to know that the Baby Austin offers a little more punch than that.

Throughout the car’s lengthy production run, all models featured a 747cc petrol engine that, by modern standards, produced a modest yet usable 16.5bhp. In the Pearl, that powertrain is enough to reach a maximum speed of about 50mph; however, 45mph is a more achievable amount.

Whilst that figure sounds painstakingly slow when compared to modern cars, drivers should remember that the Austin was designed nearly 40 years before the UK’s first motorway was opened to the public, and (as I can now vouch), 30mph feels fast enough in one!

Driving:

Twisting the key and pulling the pinball-style ignition lever, I quickly learnt that the Austin 7 takes a bit of practice to get the hang of. Almost all models have synchromesh on the second, third, and fourth gears, but it’s particularly slow to react. As a result, drivers need to be particularly delicate when shifting or master the historic art of double declutching to prevent crunching.

After the gearbox was eventually figured out, the next task was to deal with the slightly awkward brake pedal. Unlike the other two pedals, the braking control is much further forward and is pressed at a slightly different angle. This wouldn’t be so much of a problem if it wasn’t for the rather weak cable braking system, the kind typically found on push bikes.

However, once mastered, the Austin 7 is a particularly enjoyable car to drive. Since the gearing is quite low, accelerating to about 30mph is surprisingly brisk, and steep hills can easily be taken on without shifting down.

Thanks to the bulky steering wheel and incredibly light bodywork, the Baby Austin handles very pleasantly, too. Despite being slightly terrified as it felt as though it might topple over at the prospect of a fast corner, I was able to dash around bends at a reasonable pace with only a small amount of body roll and a huge smile on my face.

Conclusion:

Nobody in 2024 would be mad enough to think about using an Austin 7 as their daily driver, and that is unquestionably a good thing. It’s cramped as a four-seater, unsuitable for anything beyond the quietest of A-roads, and offers little more protection than a motorbike.

Then again, that’s entirely the appeal of owning a Baby Austin as a classic car. I would argue that very few historic vehicles match the 7’s ability to offer a driving style that is quite so engaging yet rewarding. What’s more, the Austin 7’s old age makes it particularly cheap, even for a classic model. Buyers can get behind the wheel of a decent example from about £5,000.

However, if you’re still not convinced, I would strongly advise giving an Austin 7 a test drive at the Great British Car Journey, which is currently offering a Black Friday deal, with buyers able to try a car for £39 or three for £99.