Austin Princess 2200 HLS
The Austin Princess is one of the most divisive cars in British motoring history — a vehicle that combined genuinely advanced engineering and striking design with the catastrophic build quality and industrial chaos that characterised British Leyland in the 1970s. It is simultaneously a testament to what BL could achieve when its engineers were given creative freedom, and a monument to the management and manufacturing failures that destroyed Britain's mass-market motor industry.
The Princess was styled by Harris Mann, the same designer responsible for the wedge-shaped Triumph TR7. His design for the Princess was dramatically futuristic for 1975, with a sharply angled nose, large glass area, and a distinctive wedge profile that looked like nothing else on British roads. Contemporary reactions were mixed — some found it brilliantly modern, others considered it ugly — but it was undeniably distinctive.
Engineering-wise, the Princess was genuinely advanced. The Hydragas suspension system, developed by Alex Moulton (of Mini suspension fame), used interconnected fluid-and-gas units that provided exceptional ride comfort and natural self-levelling. Front-wheel drive gave the spacious five-door hatchback body excellent interior packaging. The range of engines — 1.8 and 2.0 four-cylinder and 2.2 inline-six — provided adequate performance.
The 2200 HLS was the top-specification model, fitted with the smooth E-Series overhead-cam six-cylinder engine producing 110 bhp. With twin SU carburetors, this unit was refined and torquey, giving the Princess a relaxed, long-legged character that suited its grand-touring pretensions. The HLS trim level added a comprehensive equipment specification including tinted glass, head restraints, and better interior trim.
Unfortunately, the Princess was fatally undermined by BL's chronic problems. Build quality was woeful — panel gaps were inconsistent, trim fell off, water leaks were endemic, and the cars rusted with alarming speed. Reliability was poor, with electrical failures, Hydragas sphere deterioration, and general mechanical unreliability destroying customer confidence. Industrial action at Cowley frequently disrupted production and quality control.
The Princess was initially sold under three different badges — Austin, Morris, and Wolseley — before being unified as simply 'Princess' in 1976. An updated version, the Ambassador, followed in 1982 but was equally unsuccessful. Total Princess production exceeded 224,000 units, but survival rates have been very low due to rust and neglect.
Today, the Princess is one of the rarest mainstream British cars of its era, and a small but devoted community of enthusiasts appreciates its advanced engineering, distinctive design, and underdog character.
Rust is endemic and terminal in most survivors. Check the sills, floor pans, inner wings, front subframe mounts, and rear suspension mounting points. The Hydragas suspension is the Princess's most distinctive feature but requires specialist knowledge — spheres lose gas pressure over time and must be re-gassed or replaced. The E-Series six-cylinder engine is smooth but can suffer from camshaft wear, oil leaks, and overheating. The O-Series four-cylinder engines are more robust. Parts availability is challenging — the Princess Club provides excellent support but many components require specialist fabrication. A rust-free car is the essential starting point for any purchase.
Austin/Morris/Wolseley 18-22 Series (1975-1976) and Princess (1976-1981) total production: approximately 224,942 units. Initially badged as Austin, Morris, and Wolseley variants; unified as 'Princess' from 1976. Engine options: 1.8L O-Series I4, 2.0L O-Series I4, and 2.2L E-Series I6. The Princess 2 (1978-1981) received detail improvements. Succeeded by the ill-fated Ambassador (1982-1984).