Leyland Princess

The world's first drivable wedge

The Leyland Princess was a British mid-size luxury car produced between 1975 and 1981 by British Leyland – the very company known for turning every technical improvement into a slow, mechanically unreliable disaster. On paper, the car was ahead of its time, combining a modern front-wheel-drive layout with a transverse engine and an unusually spacious body featuring a wedge-shaped design borrowed (or rather stolen) straight from the Lamborghini Countach. In practice, however, it made no sense at all.

The Princess had the potential to become Britain’s answer to the Citroën CX, but thanks to factory workers and union-led sabotage, it became a machine of pure frustration. The suspension creaked like bones hitting the ground from a third-floor fall, the engine refused to work so often it could be used as a reference metronome, and the build quality was so terrifyingly bad that you could honestly say: something will fall off – the only question is what, and when. On average, three parts per ride.

Introduction

Predecessor

The Princess was introduced on March 26, 1975 as the “18–22 Series”, which sounds like a safe code or maybe the target age group, but in reality, it just meant how many engine cubic centimeters you wanted – 1800 or 2200, depending on how much you enjoy waiting for a tow truck. It was the spiritual (and mechanical) successor to the BMC “Landcrab” – a car that looked like a crab and drove like one too (slowly and with lots of breaks).

For the first six months, British Leyland played a game called “Which brand disappears today?”, so the Princess was sold as an Austin, Morris, and Wolseley. The main difference? How much chrome you could handle at once, and how many headlights would blind your neighbor. Wolseley had it all: a six-cylinder engine, velour interior, a badge that lit up, and the image of something you’d park at a golf club – even if you were just having a sandwich at a gas station.

The design? One word: Wedge. Somewhere between early sci-fi style and a mistake during the design of a lifting platform. Harris Mann, the designer, clearly loved sharp angles and cars that looked like plastic doors from a space pod. Originally, it was supposed to be a hatchback – and it looked like one – but the BL bosses decided hatchbacks were too “for scum”, so the Princess got a fake boot. The rear window didn’t open, the trunk was small, and access was terrible. Fun fact: the Rover SD1 was a hatchback – but that was a Rover, of course.

The standard engine was the famous 1798cc B-series four-cylinder – a motor whose design came from 1947, a time when people still used horses and “modern tech” meant a radio with a bakelite knob. With 84 horsepower, the Princess didn’t win drivers’ hearts – unless they wanted to feel like they were driving a moving van full of bricks. The torque was okay, but forget about fast driving – acceleration felt more like a geological process.

For richer (and more desperate) drivers, there was a 2227cc six-cylinder engine from the E-series – more modern, smoother, and with up to 110 horsepower on paper. In real life, though, that power disappeared somewhere between the valve cover gasket and the fourth gear, because – yes – the gearbox had exactly as many gears as chances you had to finish a trip without breaking down. Four. There was an automatic version, but it only worked if no one tried to use it.

The car had hydragas suspension – a system meant to give you comfort, and sometimes it did. But often, it just made the car lean like a ferry on the English Channel at 3am.

When Autocar magazine tested the six-cylinder Princess in March 1975, it reached a top speed of 167 km/h – but only downhill and after the driver skipped breakfast. Acceleration from 0 to 100 km/h in 13.5 seconds wasn’t terrible, but compared to the Ford Consul (10.4 s) or Fiat 132GLS (12 s), the Princess felt like it came from a different universe where time moved slower.

To make things worse, the Princess cost more than a Ford, even though it gave you less performance, less status, and sometimes even less bodywork (thanks to rust). The trunk was big, but… it leaked a bit, which Autocar generously ignored – just like you ignore water in your shoe when you’re just happy to still have shoes.

Princess I (1975 - 1978)

1977 Princess 1800 in very unusual color

After the release of the so-called Ryder Report in March 1975, British Leyland went through a major reorganization. One of the key recommendations was to merge the fragmented group of brands into a single unit – Leyland Cars – with one shared sales and service network. As a result, in September of that year, the Wolseley brand was discontinued, and the models previously sold as Austin, Morris, and Wolseley 18–22 Series were all united under one name: Princess. All cars received a new front end with a horizontal grille, a crown badge on the bonnet, and the word Princess placed in several spots on the body.

The design by Harris Mann, which was originally praised, soon caused confusion. Critics said the car looked like its front and rear ends were designed separately – ideally on different continents. A style that was supposed to represent modern 1970s design quickly became an aesthetic problem.

Technically, the car had serious issues. The Hydragas suspension, designed to provide a comfortable ride, often leaked fluid, which caused the car to sit unevenly and tilt, even when parked. The overall build quality suffered from a mix of poor quality control and repeated industrial disputes. The result was an alarming number of breakdowns and mechanical failures, which gave the Princess a permanent reputation as a car you couldn’t trust – not even to start on a mildly cold morning.

Princess II (1978 - 1981)

1980 Princess HLS in even more unusual color

In July 1978, the Princess received an update and entered the final phase of its life under the new name Princess 2. The main technical change was the replacement of the outdated 1.8-litre B-series engine with a newly developed O-series, available in two versions – 1695cc and 1993cc. The smaller version was designed to stay under the 1800cc tax limit, important for company car buyers, while the two-litre version aimed at private customers looking for an alternative to the popular Ford Cortina.

The design of the car was slightly changed – though mostly in a way that added more styling confusion. The cheaper L and HL models had traditional round twin headlights, while the top HLS version got back the original trapezoid-shaped lights from Harris Mann’s design. The result? The car looked like it couldn’t decide what it wanted to be. From the outside, it seemed even more split than before – like it had gone through several facelifts, none of which really worked.

Even though the build quality was said to have improved, the car still couldn’t shake off its reputation as an unreliable machine. One magazine described the Princess 2200 HLS automatic as “an excellent car – apart from its completely below-average reliability.”

Successor. Notice that non-existent progress

Production of the Princess ended in November 1981. However, its body lived on – slightly redesigned – until 1984 under the name Austin Ambassador. It was basically the same concept, but with an even less convincing design and, finally, with a hatchback, which the Princess never got. The Ambassador became the swan song of this unlucky project – a bit more practical, but visually even more uncertain.

Problems

Interior

Inside the car, it was quite common for various parts to come loose or even fall off on their own – things like control stalks, door handles, trim pieces, or parts of the dashboard. These components were often poorly designed and underbuilt, usually fixed in place in a way that made any repair attempt likely to cause new problems.

Component	Fault / Symptom	Description	Likelihood
Ignition Switch & Controls	Key removable during operation	Drivers could remove the ignition key while driving without any resistance. Ideal for those who hate security.	Frequent
Dashboard Materials	Brittle plastics, crumbling dashboard	The dashboard plastics would become brittle within months. Sections could fall off just by changing gear.	Almost Certain
Seats & Mountings	Unstable seats collapsing forward	Front seats, especially in the cheaper trims, were poorly secured. Under braking, they tilted forward suddenly.	Medium
Door Locks	Inoperable locks	Locks frequently jammed. Doors either refused to close or became impossible to open – sometimes in same trip.	High
Instrument Cluster Covers	Cracked gauge covers	The clear plastic covers over dials were prone to cracking, clouding, and falling off without provocation.	High
Gauge Needles	Stuck indicators (e.g., fuel gauge)	Fuel needle could show “full” with an empty tank, making guesswork a standard operating procedure.	Common
Control Levers & Switches	Levers detaching spontaneously	Indicator stalks, headlight switches, or ventilation knobs could fall off mid-use, usually into driver’s lap.	Frequent
Interior Trim Panels	Detaching panels and handles	Door panels, grab handles, and even dashboard trim were often poorly fixed and would rattle or come loose.	Very High
Heater Controls	Function randomly reversed	Some cars had heater knobs that increased cold when turned to hot, or vice versa. British engineering at its finest.	Common

Chassis

The chassis was known for its tendency to crack or deform. Driving over bumps often put too much stress on the supporting parts, made worse by the weak structure and poor material quality. In some cases, suspension components even separated completely – and that was during normal use. The car used the Hydragas suspension system, which combined gas and liquid in pressure spheres. Unfortunately, these spheres often leaked, resulting in uneven ride height. The outcome? An unintentional "sporty tilt," usually to one side – looking like the car had serious crash damage. Which, to be honest, wasn’t far from the truth.

Component	Fault / Symptom	Description	Likelihood
Chassis Frame	Structural cracking	Especially on early models, the frame showed visible cracks – often near suspension mounts or jacking points.	Moderate
Hydragas Suspension	Fluid leakage, vehicle listing	The suspension would lose pressure in one or more units, causing the car to sit drunkenly to one side and bounce erratically.	Up to 76% within 2 years
Wheel Detachment	Wheel separation due to failed joint	A known fault with ball joint or suspension arm failure; the wheel could detach, usually at low speed.	1 in 300
Steering Assembly	Persistent steering wobble	Noticeable shake at the wheel from new, often worsening over time and impossible to correct permanently.	High
Suspension Springs	Spring breakage over speed bumps	Springs could snap during routine driving, especially over minor road irregularities.	Frequent
Suspension Noises	High-pitched squealing or creaking	Suspension emitted audible groans, creaks and squeaks – especially during turns or compressions.	High
Vibration at Speed	Noticeable shudder from 70 km/h	Once above 70 km/h, cabin was filled with vibrations – regarded as an unintended but inescapable feature.	Common

Engines

The four-cylinder engines were prone to overheating, especially in city traffic or when going uphill. Poor cooling and low power made a bad combination, often leading to breakdowns. The six-cylinder version, on the other hand, had very high fuel consumption and a tendency for the crankshaft to seize due to poor lubrication – sometimes after surprisingly low mileage.

Engine & Transmission (4-cyl / 6-cyl)

Component	Fault / Symptom	Description	Likelihood
Engine Cooling	Overheating	Especially common in urban traffic or on uphill roads.	Common
Water Pump	Pump failure	Typically failed between 25,000–31,000 miles.	Moderate
6-Cylinder Engine	Crank seizure	Due to poor lubrication; occurred in up to 52% of units before 37,000 miles.	High (for 6-cyl)
Fuel Consumption	Excessive thirst	Reached up to 13 mpg – more if you dared use the heater.	Expected
Carburettor	Random stalling	Engine would cut out mid-drive, often during throttle changes.	High
Braking Response	Engine stalling under braking	Caused by vacuum failure or idle drop when decelerating.	Moderate
Crankshaft	Acceleration vibration	Poor crank balancing led to shaking during acceleration.	Moderate
Gearbox	Popping out of gear	2nd and 4th gears unreliable – would disengage mid-drive.	Frequent
Clutch Pedal	Squeaking noises	Pedal would begin to whine like a disappointed child within a few thousand miles.	Common
Synchromesh	Gear crunching	Recommended to double-clutch regularly to avoid further embarrassment.	Frequent

Resale value

The car had a terribly low resale value. Just a few years after launch, used examples were being sold for scrap-metal prices. With all the known issues and no real after-sales support, the Princess became nearly impossible to sell – even in the used car market.

System / Area	Problem	Description	Frequency
Electrical System	Short circuit in the wiring	Caused by oxidation, moisture, or low-quality connections.	High
	Instrument failure	Speedometer and fuel gauge show inaccurate or random values.	High
	Headlights turn off	Headlights switch off while driving due to fuses, contacts, or unknown causes.	Up to 83% in winter
	Won’t start in winter	Caused by multiple weak points: poor connections, cold, weak battery.	Very common
	Wipers not working	Wipers either jam or stop working entirely.	High
	Turn signals malfunction	Indicators behave erratically or stop working.	Medium
	Battery drains overnight	Caused by short circuit, bad relay, or unknown power draw.	Frequent
Heating/Cooling System	Leaky heater	Antifreeze leaks inside the cabin, usually near the feet.	High
	Ineffective heating	Heating system fails to provide sufficient warmth in winter.	Very common
	Coolant loss	Coolant disappears with no visible leakage.	Medium
	Cabin smell	Interior smells like antifreeze (glycol).	Common
Other Issues	Electric windows failure	Moisture disables electric window controls.	High
	Window falls into the door	Window glass drops inside due to mechanical failure.	Frequent
	Central locking not working	Central locking system (if present) doesn’t function.	Rare
	Key breaks easily	Key snaps with very little force.	Frequent
	Wipers activate randomly	Electrical issue causes wipers to turn on by themselves.	Occasional
	Seat stuck folded	Folding seat mechanism jams and won’t return.	Common
	Car moves on its own	Handbrake failure causes unintentional movement.	Reported
	Complete breakdown	Car falls apart or breaks down completely while driving.	1 in 1800 cases
	Long-term reliability	Vehicle survives without major failures.	Less than 4%

Specs (Princess 2200 HL)

Choose wisely

Dimensions

• Length: 176.4 in
• Width: 67.7 in
• Height: 54.3 in
• Wheelbase: 103.9 in
• Curb Weight: Approx. 2,755 lbs (weight decreases naturally due to detachment of non-essential components)
• Payload Capacity: Until structural integrity of the floorpan is compromised
• Trunk Volume: Approx. 15.2 cu ft (value assumes full closure of the tailgate – often theoretical)
• Trunk Contents: May include tools, fragments of previous occupants, or industrial remains. Verification encouraged.

Powertrain

• Engine Type: Inline 6-cylinder
• Displacement: 136 cu in (2,227 cc)
• Power Output: 110 hp at 5,000 rpm
• Torque: 128 lb-ft at 3,000 rpm
• Fuel Type: Petrol (equivalent to 95 RON, not available in all regions)
• Cooling System: Liquid-based (fluid loss may occur without trace – considered a normal feature)
• Transmission: 4-speed manual (gear selection accuracy impacted by ambient temperature and existential despair)
• Drive Type: Front-wheel drive

Chassis and Suspension

• Suspension: Independent Hydragas system – sensitive, unstable, and unsuitable for documentation

Brakes:

• Front: Disc

• Rear: Drum
• Brake Booster: Present (performs best as a psychological comfort feature)
• Steering: Rack and pinion, unassisted (steering effort similar to operating industrial machinery during power outage)

Performance Data

• 0–60 mph Acceleration: Not documented
• Top Speed: Approx. 100 mph

Fuel Consumption:

City: 15.7–19.6 mpg (US) | 18.9–23.5 mpg (UK)

Highway: 18.1–21.4 mpg (US) | 21.7–25.7 mpg (UK)

Combined: 15.7–18.1 mpg (US) | 18.9–21.7 mpg (UK)

Fuel Tank Capacity: 15 US gallons | 12.5 UK gallons (usable volume dependent on cap retention and evaporative tendencies)

Paint and Features

Body Colour: Usually beige – "Harvest Gold" (often shifts toward rust-based tones regardless of maintenance)

Rust: Included as standard across all model years (notable areas: wheel arches, door seams, underbody, windshield frame, etc.)

B R O W N

Interior

• Colour: Brown
• Materials: Fabric, brittle plastic, and long-settled air particles
• Functions: Primarily exist as visible objects
• Seating: Pre-moulded to preserve emotional residue of former drivers

Controls

• Windows: Manual – may operate in one direction only
• Heating: Present, but delayed or theoretical
• Radio: Optional, functionality dependent on mood
• Fuses: Accessible, spontaneously flammable

Safety Equipment

• Seat Belts: Mechanical, non-adjustable
• Airbags: Not installed
• Reinforcements: Not implemented
• Crumple Zones: Entire vehicle (including occupants)

Warning Notice: If the vehicle operates reliably, immediate investigation is advised – likely instrument malfunction

Anomaly of DAD 352T

May's Princess 2 2200HL

Even though the Princess became famous for breaking down after roughly three seconds of normal use, there is still one that seems cursed—or maybe blessed. DAD 352T is exactly that: a used British fastback from the late 1970s that simply refuses to die, even though its death should have been natural, immediate, and dignified—somewhere in a ditch, on the back of a tow truck, or during its first night parked in the damp part of Birmingham.

But this Princess ignores physics, expectations, and the basic concept of decay.

In the Top Gear episode (Series 10, Episode 7), during the “British Leyland Challenge,” James May decided to do the impossible—trust the Princess. Specifically, a beige 2200 HL with a brown vinyl roof, which most people would describe as old cheese.

Normal Princess would disintegrate after that weight. This one didn't.

His co-hosts laughed at him. Clarkson (Chose Rover SD1 3500 V8) compared its looks to a food item in advanced decomposition. Hammond (Chose Triumph Dolomite Sprint) gave up instantly. But the Princess—she worked.

• She passed the handbrake test on a hill.
• She didn’t fall apart on cobblestones.
• She finished a whole lap on the test track.
• She drove three miles while filled full of water and didn't fell apart.
• Just two things in interior came loose.

A standard Princess breaks down just by seeing its own reflection. It was built so poorly that factory workers often had to finish the job with hammers, quiet prayers, and the occasional drink during shifts. And yet here it is—still standing, still running, as long as you feed it petrol and whisper hymns to it.

Someone clearly cursed, blessed, or bound this Princess to something far beyond ordinary engineering failure. No other car from that era survived. Everything else has long since dissolved, vanished in mist and rust.

See also

• British Leyland
• Morris Marina
• Brown
• James May