Marque: Austin - Company History & Models - Cars By Brand

Dependable cars which forged an strong reputation for Austin overseas, where sales were crucially important, the A40 Devon/Dorset models represented a new breed of family Austins. Still retaining a separate chassis, the cars featured independent coil and wishbone front suspension; another advanced feature for a family car of the 1940s. The more rounded Somerset (from 1952) evolved from the Devon; a particularly rare and desirable version now is the two door, four seater Drophead Coupé. The A40 Sports featured aluminium bodywork (by Jensen), twin carburettors and a modified cylinder head. These A40s are still practical for family motoring.

Unless you have driven one of these competent, large Austins it is difficult to appreciate just how good they were in their day. The torquey and powerful (for the 1940s) four cylinder, 2.2 litre from the Austin Sixteen was installed in the new A70, and gave excellent performance The newcomer was similar in appearance to the A40 Devon, but much larger - the A70 and A90 Atlantic employed the same chassis. The more rounded Hereford replaced the short-lived Hampshire in 1950, and - importantly for Austin- the styling established the general appearance of the entire Austin ‘family’ of cars throughout the early 1950s. Good solid old buses and rare.

Until circa 1985 it was obligatory for all market gardeners to have at least one A60 van or pick-up in their lives. Throughout its long production run BMC considered replacing it with LCVs based on the A60 Farina and the Landcrab but neither had the 96 cuft carrying capacity of the old warhorse. Until its demise in 1972, it retained the ‘orange segment’ speedometer, wing-top side lamps and steering column gear change of the A55 Cambridge but customers were more concerned with its usefully high roof line and its indestructible B-Series engine than mere fashion which was steadily infiltrating the market by now. The main mechanical change came in 1962 when it received the 1622cc engine of the A60 Cambridge ‘Farina’ and this – distinguished by its full width radiator grille – was also available as the Half Ton in parallel with the Austin. Goes pretty smartly with the easy-to-fit MGB engine under the bonnet…

As much a part of the 1960s scene as the flashier Cortina (q.v.) the twin estate car derivatives of the Cambridge/Oxford Farina range debuted at the 1960 Motor Show, with then-fashionable and practical horizontally split tailgate. It was superseded after only a year by the A60/Series VI series with its 1622cc engine, longer wheelbase and modified grilles. After that production continued virtually unaltered until the Austin Maxi replaced the A60 in 1969 and the deeply wonderful Marina succeeded the Oxford in 1971… Nearly all UK models have a floor shift although a column lever and bench front seat were always available. The incredibly slow diesel engine was first offered in 1962 but was mainly for the export markets. Morris-badged models had a slightly higher standard of interior trim. Not exactly a dynamic car but some rural taxi drivers were still using their Travellers into the early ‘80s! Buy one for its combination of a standard starting handle and dynamic tail fins.

Despite the formation of BMC in 1952 Austin and Morris loyalists demanded their own commercials – hence the A30 van of 1956. Offering the same payload as the Minor and a load capacity of 60cuft, the 803cc A30 was replaced by the A-Series 948cc A35 in 1958. It became the Mk2 in 1962, complete with a white radiator grille and, at long last, flashing indicators(!) before the even more radical Mk3 the following year. This version was finally available with the gutsier 1098cc engine. Even today, the A35 van has much to commend it, not least as a head turner – although tall folk might prefer to drive with their head out of the window. Two points to note; firstly, there was a short-lived A35 Coupe-Utility in 1958 with no tailgate but an external rear seat and (really rare now), secondly, Vans converted to estates can be distinguished from the standard Countryman via its odd but essential roof air vent.

What more needs to be said about the Allegro? With controversial styling, and quality build problems, the car was not as well received as the range it replaced. Therefore it’s hardly surprising that the car did not match BL’s aspirations either. However, steadily quality improved and Allegros eventually sold reasonably well; some 650,000 were produced. Reputation aside, a good Allegro provides surprisingly decent transport. The cars ride and handle well enough and all versions are willing performers, even the A-Series versions. The more powerful Allegros run with the overhead camshaft ‘E’ Series motor (as also used in the Maxi with fivespeed ‘box) and in 1750 guise was a bit of a GT. Allegros (or All Agro as the car was widely known) are scarce these days, but still affordable (with a good number nice low milers once owned by caring mature motorists around).

The Eight represented the first stage of significant modernisation within Austin’s line-up of the late ‘30s. By contrast with the conservatively styled earlier Austins, the Eight of 1939 was much more advanced. Featuring modern, curved lines and semi-unitary construction bodywork (the body was bolted to an all-steel floor/ ‘chassis’ frame), in many respects the model was very up to date by comparison with competitor models from rivals (although it still had a side-valve engine). Re-introduced after the War, the Eight continued in production until 1947, by which time the Austin Motor Company was ready to roll out its totally new A40 models.

They have nearly all gone now, but surviving Maestros may prove to be effective modern semi-classics, with BL-style styling plus spacious and comfortable five-door hatchback practicality. The 1.6-litre versions offer good performance, while the 1275cc powered cars are economical, even by modern standards. Following positive reaction to the Metro, the newcomer was developed using similar thinking. The two-litre turbo diesel versions were significant in featuring a direct injection diesel engine (developed in conjunction with Perkins); these provided well over 50 mpg. Late Maestros wear Rover badges. But are any true classics part from MG ones?

The Metro was the new Mini British Leyland desperately needed. So there were high hopes for it (initially named Mini Metro but later known just as the ‘Metro’ after it was admitted that it was never going to replace the Mini!) when launched in late 1980. This thoroughly modern hatchback delivered in terms of interior space (sufficient for five), comfort, fuel economy and performance, as well as added practicality. The original style model (now becoming extremely scarce) was discontinued in 1990, by which time the new, K-Series powered Rover replacement model was ready for launch. There is increasing interest in the very earliest Metros.

As in the case of the Maestro (with which it shares styling similarities), Montegos are rarely encountered these days. The estate versions are particularly roomy (seven seater versions were offered), and all Montegos are relatively economical - especially later examples equipped with the O-Series direct injection turbo diesel engine. The original Montego (introduced in April 1984) was sold with three engine types. Customers could choose between the fuel-sipping, torque-laden A-Series motor, the overhead camshaft, 1.6-litre S-Series or the two-litre O-Series power units, the latter which provided strong performance. Cheap and cheerful cars.

Sheerline and Princess were sold as two distinct models following the acquisition by Austin in 1946 of the coach building firm Vanden Plas. All but the first few were powered by Austin’s four litre, six pot engine. The all-steel, Austin-inspired Sheerline was the biggest car ever built by the company while the even more sumptuous, triple carburettor Princess had coachbuilt bodywork with ‘spats’ partially covering the rear wheels, and smaller headlamps. The six-seater Princess IV (‘DM7’) version was powered by a revised higher compression engine producing a then creditable 150bhp. As expected thanks to VDP parentage, quality was high.

The most comfortable and effective large family saloons of the 1940s, especially the Sixteen (with the first ohv engine ever used in an Austin car)? The sidevalve-engined Twelve is just as interesting though; it was only produced in small numbers. Unlike the similarly-styled, smaller contemporary Austins, these used a conventional, chassis. Powering the Twelve was a four-cylinder side-valve 1.5 litre, developing 40bhp. The lively Sixteen featured a 2.2-litre 64bhp giving good performance. The Twelve was launched in ‘39, re-introduced after the War and discontinued in ‘47. The Sixteen continued until 1949, by which time the A70 Hampshire had arrived.

You really need to travel in the back of a BMC/BL ‘Land Crab’ to appreciate just how comfortable and spacious these large cars are. They are also easy to drive, with willing engines, and provide similar driving fun to the Mini and 1100/1300, but on a larger and grander scale! The twin carburetor 1800 ‘S’ version (a sort of sophisticated MGB saloon) is pretty potent and is scarce and sought-after today. The smooth Australian-engined six-cylinder Austin 2200 arrived in 1972 was a better car than ill-starred 3 Litre. Land Crabs were discontinued in 1975, to make way for the new ‘wedge’ 18-22 saloons and have still surprisingly little success in the classic car world.

A truly revolutionary car which changed the face of motoring, and a style icon of the 1960s. Prices of early examples are rising; buy now. Encouraged by huge success in motorsport, the Cooper/Cooper ‘S’ versions became legends in their own time - and remain highly sought-after today. Having inspired the Minor, (Sir) Alec Issigonis set about developing a small but practical and economical four-seater saloon. The Mini employed a smaller version of the proven A35 engine (848cc rather than the A35’s 948cc), but in the Mini the motor was mounted transversely on top of the transmission, and drove the tiny front wheels. This allowed a spacious passenger compartment, within minimal external dimensions; there was sufficient room inside to accommodate four adults in reasonable comfort. An icon and still so relevant today.