This Ant is configured as the standard vehicle, a half-cab with a glass rear window. Other planned configurations included an open vehicle (with soft-top) and a soft-top pickup along with a full fiberglass hardtop.
by Jim Allen
photos and manuals courtesy Yuichi Ishikawa and CCV
Austin Ant: Squashed at Birth
BY 1966, Austin had been around for 61 years. The company had a large number of very famous automobiles to it’s credit, including the Seven, the Nash Metropolitan, Austin- Healy sports cars and the Champ and Gipsy 4x4s. Austin merged with Nuffield in 1952 to form BMC (British Motor Corporation). From this larger organization came the legendary Mini-Cooper in 1959, a car that was destined to play an important role in the story of a pint-sized 4x4 with a lot of potential. The Mini-Cooper became a legend and a BMW produced variant remains in production to this day. Designed by the brilliant engineer, Sir Alex Issigonis, the Mini established one of the most successful small car configurations in history, namely a front wheel drive transverse engine/transaxle combined with a unitized body. But what does that have to do with off-road and 4x4 vehicles?
Definitely not the Taj Mahal... but it’s a prototype. The production vehicle
would have probably been a little more dolled up... for civvy use at least.
From the Mini came the Mini-Moke, a low-slung front-drive utility vehicle that used Mini mechanicals and debuted in ’64. An attempt was made to market the Moke to various military organizations, but its lack of clearance and 4x2 traction doomed it from the start. It found success in the civvy market, primarily as a resort vehicle. These fun little runabouts were built in Britain, Australia and Portugal until about 1993... to the tune of 40,000 units worldwide.In an early attempt to improve the Moke’s cross-country performance, a second engine and trans was installed in the rear of the vehicle. It worked, but you can imagine the potential problems. The lightweight Moke remained an enticing utility platform with the potential to generate military and commercial interest — if a practical four-wheel drive system could be developed.
This brings us to 1966, when Sir Alex injected some new ideas into the idea using the slightly larger Austin 1100 platform. He added an independent torsion bar suspension system, a two-speed transfer case that utilized the 1100’s engine-sump mounted transmission and an IRS rear axle. This is reputed to be the world’s first transverse engine vehicle to feature four-wheel drive. While no hardcore off-roader, the vehicle was very light (about 1,500 pounds) and therefore moderately capable with four-wheel drive added. Small, but capable beyond its size, the name “Ant” fit it very well.
Two engines were seen in the Ant, 1098cc and 1275cc units. The larger engine was the “torque monster.” Both these BMC A-Series engines were well proven powerplants in a variety of applications. Both used a 1.5-inch, SU style carb. In the Ant, the engine was slanted aft to both lower the hood line and allow more ground clearance below.
The Ant was unique in the era for being primarily front wheel drive, with four-wheel drive capability. The trans was similar to the Mini and Austin 1100, in that it bolted to the bottom of the engine and shared lube oil with the engine. Sir Alex designed a transfer case that attached to it.
Six test models were built initially, then 24 more. By early ’68, test units had been sent as far away as Australia and New Zealand. Tooling up for production had begun at the Nuffield Metal Products factory in Birmingham, England and that’s when the bottom fell out.
Early in ’68, BMC (now called British Motor Holdings, or BMH) had merged with Leyland Motors to become the British Leyland Motor Corporation. This organization encompassed many famous British car and truck marques, many of them long-time rivals in the market, hence some brands died in the merger. In this mix was Land Rover, who brought considerable pressure to bear to kill not only the Austin Ant, but its big brother, the Gipsy. With Land Rover being one of the few bright spots in the British Leyland organization, both Austin 4x4s soon were nipped in the bud. Of the approximately 30 Ants built for tests, most were scrapped, but two are reputed to survive in Britain. Five more are in various other parts of the world, including Japan, where the one shown here lives.
The powertain layout was unique. The rear suspension was also torsion bar, but they were transverse and mounted to trailing arms. The Ant also had front disc brakes and rack and pinion steering.
In retrospect, the Ant could have been a marketing success. It would have easily fit into the lineup under one of the British Leyland nameplates, maybe Land Rover, but there wasn’t a lot of clear thinking going on then due to massive labor upheavals. In a few short years, much of the gravely ill British motor industry was nationalized, causing many famous names to be declared dead. The ripple effect pretty much killed off what was left or sent ownership overseas.
This Ant tale goes full circle back to the Mini. Over the years, Ant four-wheel drive components found their way into Minis, expanding the little car’s slot car-like roadholding to stellar levels. A persistent rumor is that BMW is working on an AWD Mini. Should this happen, the DNA thread goes back to the long lost Austin Ant.