By 1969, still using the same block, the BL4-101’s thick cylinder walls had been machined away, giving an 80mm bore, and combined with a new crank with more throw, for a 90mm stroke; increasing capacity to 1810cc. Now technically a 1.9L and fitted with a 4 barrel carburettor, output was 70Kw at 4900rpm, but it was still found exclusively under the bonnet of the Seax. This was not necessarily a bad thing, as it’s idle speed of 1100 rpm annoyed the absolute shit out of people at the traffic lights.
The 4 cylinder Seax was now simply called “1900”, while the 6 was, logically, “2500”. Both the coupe and wagon could be ordered with either an automatic or manual, and either the “1900” i4 standard or “2500” i6 premium trim. Even after 9 years of production and 2 facelifts, there was still no sedan body available, but that was how G&W decided to keep it. Improvements to the lineup included the fitment of power steering, and the switch to 2 piston front brakes. There had even been time and money invested in making the old body safer, bringing it up to par with modern cars. The front seats now had 3 point belts and head-rests, while the rear passengers still only had lap belts.
The 1900 was now knocking on 1000kg, could reach 158km/h, and had an average fuel consumption of 13.5L/100Km.
Although the asking price was now £521.59 for a manual 1900 (BoE calc), it was still sufficiently attractive to people looking for a comfortable commuter car.
Not only that, but there was an actual racing version of the car seen on tracks around the world. Fitted with a highly tuned Buckingham developing 117Kw (158hp), it never won, but was impressively agile (1.08g on 250m) and quick (not fast). Under 7.0 to 100, a full mile in 41 seconds, and 185Km/h in a minute on a long, flat straight and a theoretical max of 189.