What is an Austin A30 or A35?

In the immediate aftermath of the Second World War, the smallest vehicle in the Austin line-up was the 900cc sidevalve Eight, a pre- War model which had been reintroduced in 1945. However, when the Eight was discontinued in 1947, there was no compact ‘economy’ Austin, since the new, overhead valve 1200cc A40 Devon and Dorset models were much larger cars. So Austin needed a new small car in its range, and it duly arrived at the 1951 London Motor Show, in the shape of the new A30 ‘Seven’ - being deliberately associated by name with Austin’s highly successful Seven of the1920s and 1930s.

The newcomer was a full four seater, with up to the minute features which included unitary construction, an overhead valve 803cc engine and independent front suspension. By 1956 it had been developed into the improved, more powerful (948cc) A35, and was sold in the hotly competitive market for small family cars.

Major rivals included the Standard Eight and Ten, the Morris Minor and the Ford 100E range. It is interesting to note that the Austin model number system used in the 1950s indicated the approximate power output of the engine in brake horsepower (hence A30, A35, A40 and so on). Today the baby Austins of the 1950s are revered for their cheeky styling, ease of maintenance, low cost of ownership and inherent character.

History

The earliest production A30s (from 1952) were all four door saloon versions (factory designated ‘AS3’), but from 1954 the model was revised (‘AS4’) and an additional new two-door variant (‘A2S4’) was also offered. The A30 was immediately popular with buyers, and offered good performance for its time, but Austin improved the vehicle in many ways for a revised version to appear in the summer of 1956. The new car was designated A35, and featured a larger, stronger and more powerful engine (now 948cc); this was the first of BMC’s famous A-Series units. A much improved gearbox was now employed, with better-spaced ratios and a snappy remote gearchange. A higher ratio differential was also utilised, facilitating more relaxed motoring at higher road speeds (sort of-ed). External identifying features (compared with the A30) included a larger rear window and a painted front grille (previously chromed). In addition to two and four door saloons, 5cwt van and ‘Countryman’ estate versions of both the A30 and the A35 were produced, and a short-lived A35 pick-up was also offered. This sold in tiny numbers, is extremely rare today and is now seen as the most desirable of all the baby Austins. Saloon production finished in 1959, making way for the new Farina style A40 (which incorporated the A35’s drivetrain and running gear) and of course the revolutionary Mini.

However, A35 vans were built until 1968, with 1098cc and 848cc versions of the A-Series engine being used in the later 6cwt examples (after 1962), in conjunction with a further developed gearbox (with baulk ring type synchromesh). It’s believed that the 1098cc vans offered the best power to weight ratio for a light commercial of the time.

Driving

By today’s standards the performance of an A30 seems positively pedestrian, but in the early 1950s the model was considered to be lively, offering a cruising speed of around 50mph, ultimately being capable of a sizzling 65mph! An A35 feels far more modern in character than an A30, partly because of the slick-acting remote control gearchange and the extra power available, plus the higher overall gearing, making long journeys less hard work. With willing acceleration, top speed approaching 75mph and a happy cruising speed of around 60mph or a bit more, an A35 is still a practical car for use in modern traffic conditions.

All models provide a supple and accommodating ride quality. Handling and roadholding characteristics are actually very good for cars dating from 1951, provided that the suspension is in good condition. For best results in everyday use, radial ply tyres are recommended; they radically transform the dynamic abilities of these fun driving Austins. Frugal fuel consumption is a major plus point with all versions; expect 35 to 40mpg in town use, and typically between 40 and 45mpg on longer trips (in fact up to 50mpg is possible in gentle use).

Prices

You can buy an A30 or A35 from around £50 upwards, but at this bargain basement level you can usually expect to spend much time and money on welding and other restoration work. For a solid, road-going example, probably in need of some tidying, you will probably need to spend between £500 and £1000. Excellent saloons and estates typically sell for £2000 to £3000, with panel van prices usually around ten per cent higher (and values are rising slowly). If you fancy an A35 pick-up, then you may need to find up to £10,000 for a superb example!