Austin 1800 & 2200

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Austin 1800 & 2200 Tyres


For a lovely handling tyre that's well suited to both the Austin 1800 & 2200 the 165HR14 Michelin XAS is a perfect choice from Longstone Tyres.


For the Austin 1800 & 2200 as a special offer we have sets of 4 or 5 PIRELLI CINTURATO ™ tyres which include new Michelin Tubes. There wouldn't be a better tyre to suit an Austin 1800 & 2200. The PIRELLI CINTURATO ™ is a period tyre that was around between 1952 and the early 1980 and was produced very much with the view to improving the handling of cars like the 1800 & 2200 Austin​.

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    Austin 1800 & 2200 Recommended Tyres


  1. 165HR14 Michelin XAS
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    165 HR 14 Michelin XAS

    Starting at $230.16 $191.80

  2. Michelin 14D Offset Valve Inner Tube
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    Michelin 14D Offset Valve Inner Tube

    Starting at $25.20 $21.00

  3. Other Options for Austin 1800 & 2200


  4. 165 X 14 PIRELLI CINTURATO
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    165 HR 14 PIRELLI CINTURATO CA67
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  5. 185/70VR14 PIRELLI CINTURATO
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    185/70 VR 14 PIRELLI CINTURATO CN36

    Starting at $196.56 $163.80

  6. Jeu de 4 185/70VR14 PIRELLI CINTURATO CN36
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    Set of 4 185/70 R14 PIRELLI CINTURATO CN36

    Starting at $764.40 $637.00

  7. Jeu de 5 185/70VR14 PIRELLI CINTURATO CN36
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    Set of 5 185/70 R 14 PIRELLI CINTURATO CN36

    Starting at $922.32 $768.60

  8. Set of 5 165R14 PIRELLI CINTURATO CA67
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    Set of 5 165 R 14 PIRELLI CINTURATO CA67
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  9. 165X14 Vredestein Classic
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    165 X 14 Vredestein Classic

    Starting at $233.52 $194.60

  10. 165 TR 14 Barum
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    165 TR 14 Barum

    Starting at $102.48 $85.40

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History of the Austin 1800 & 2200

Alec Issigonis and Pininfarina worked on the exterior of the 1800 and 2200. The technology was seen as unconventional and ahead of its time, including as it did Hydrolastic suspension and an example of inertia-controlled brake proportioning, in the form of a valve which transferred braking force between front and rear axles as a function of sensed deceleration rather than as a function of fluid pressure. The bodyshell was exceptionally stiff with a torsional rigidity of 18032 Nm/degree, which surprisingly was greater structural rigidity than many modern cars up to the end of the century.

In June 1967, without any fanfare of press releases, a modified version of the 1800 started turning up in domestic market show rooms with repositioned heater controls, a strip of 'walnut veneer' on the fascia and separate bucket seats replacing the former split bench seat at the front. Various other criticisms seem to have been quietly addressed at the same time, including the announcement of more highly geared steering which now needed only 3.75 rather than 4.2 turns between locks, although the actual modification had applied to cars produced since September 1966 (and, in the case of Australian cars, some time before that). This was also the point at which the car received a differently calibrated dipstick, giving rise to rumours that engine problems on some of the early models had resulted from nothing more complicated than the wrong calibration of the dipstick causing the cars to run with the wrong level of engine oil, though the manufacturers insisted that the "recalibration" of the dipstick was one of several (unspecified) modifications, and urged owners not to use the new dipsticks with older engines.

The 1800 and 2200 were not strong sales successes. While they were technically interesting, and offered a roomy interior and comfortable ride, they struggled to find a place in the market. The packaging expertise that seemed a miracle in the Austin Mini and Austin 1100, was much less relevant in a larger car, so that the car seemed to be "between sizes", oversized and not a direct competitor for the market slot it was aimed at. The driving position was also a little too "bus like" for some. Issigonis' refusal to acknowledge consumer interest in something more stylish and less eccentric cost the car dearly in sales, and it never achieved the volumes planned for it.

Out of 386,000 1800 & 2200 produced 221,000 of these were Austin models. Relatively few have survived outside the hands of enthusiasts owing to its original unfashionable image, and more recently, its popularity in the demolition derby and banger racing scenes, owing to the bodyshell's aforementioned exceptional strength and rigidity.

In early 1975, all three models were replaced by the wedge-shaped ADO71, or 18-22 series, which bore the Austin and Morris (1800 and 2200) names, while the Wolseley variant had no official model name save for being marketed as "the Wolseley saloon". From late 1975 all ADO71 models were marketed under the Princess name, and the Wolseley name disappeared.


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