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

True successors to the Austin Sevens of the 1920s/30s, A30s are fun to own and inexpensive to run. The well-received A30 was launched at the 1951 Earls Court Motor Show, and featured modern unitary construction, independent front suspension, an overhead valve engine and a four speed gearbox. The saloons were all capable of carrying four adults and plenty of luggage. The A35 of 1956 had a bigger, more powerful 948cc engine (A-Series), and a larger, curved rear window. Saloon production was discontinued in 1959 but commercial versions were built until 1968. The unusual A35 Pickup is rare and highly sought-after; prices reflect this.

An advanced car for its time and effectively the first mass production hatchback (in Countryman ‘estate’ form). Introduced in Sep 1958, the four-seater A40 Farina employed the proven engine and drivetrain of the A35, allied to all-new, angular Farinastyled bodywork. Saloon and (from 1959) Countryman estate versions were offered, with similar body profiles. Mark II versions benefitted from a front anti-roll bar and telescopic rear shock absorbers. From late 1962 A40 was equipped with the 1098cc motor. Dropped in November, 1967 they still make fine, practical runarounds (easily upgraded, too with MG MIdget bits) and good value for money.

A desirable classic and one of the most charismatic cars ever made by Austin. Fewer than 8000 Atlantics were built; the rare survivors have now achieved ‘cult’ status. They are smooth-running and comfortable - while their fascinating styling is guaranteed to draw attention. The five/six-seater A90 Atlantic Convertible was aimed at the United States market, and featured unashamedly bold, ‘Transatlantic’ styling, twin ‘flying A’ motifs on the bonnet, and a centrally located fog lamp. Customers could optionally specify power hood and side windows - amazingly ‘high tech’ for a British car of the late 1940s. Today these cars command strong money.

In 1956 BMC launched its first unitary-construction commercial, the J2 in van, pick-up, minibus and chassis-cab forms. Available, as was BMC practice, with both Austin and Morris badging, the J was powered by the ubiquitous 1489cc B-Series engine until 1961 when it received the A60 Farina’s 1622cc unit. The major facelift came in 1967 with the launch of the JU – ‘U’ standing for underfloor engine – with a 22cwt payload, an impressive load capacity of 200 cuft and dashboard similar to the Morris 1100. Many JU’s were sold in Chassis-cab or Minibus format, the former to caravan builders and the latter to school’s as the JU’s compact dimensions and low price made it a highly competitive entry in the lower end of the panel van market. Diesel versions were always listed but are now very rare and very sluggish too… so think twice if you’re tempted. But how about an MGB engine for surprising pace?

Once ubiquitous on British roads, the incredibly attractive and versatile Mini estate is now a very rare sight. Introduced in 1960 the estate version was built on a longer wheelbase, which it shared with the Mini van and pick-up. As with the saloons the estate came badged as either the Austin Seven Countryman or the Morris Mini Minor Traveller but both versions were identical apart from the badges and grille. After 1962 the Austin model was Mini-badged and the floor mounted starter button was finally replaced by key starting for 1965. Unlike the Morris Minor Traveller (q.v.) the external wooden paneling was purely cosmetic and a plain metal version was available from 1963. The Mk2 version was introduced in 1967 and recognisable by its enlarged front grille. With the Mk3 in late 1969, all Mini Estates were based on the Clubman, with timber framing disappearing along with the separate Austin and Morris badges. Buy now before they all vanish to Japan!

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?

Looking very much like a two tone ice cream on wheels, the highly individualistic and now much in demand Metropolitan was conceived in the States for that market by Nash, but assembled by Austin in Birmingham. The car was sold as a Hudson, and later as a ‘Metropolitan’, although we refer to the car simply as an ‘Austin Metropolitan’. Early examples were powered by Austin’s 1200cc engine, but from 1956 the 1.5 litre B-Series, was used, and driving through a three speed, column change gearbox. The car was offered in Britain from April 1957, in Convertible and Hardtop versions. Never a Stateside smash, prices remain more than keen.

Futuristic wedge-shaped styling, plus high levels of comfort and interior space mean the Princess and Ambassador ranges are distinctive and highly useable and inexpensive classics. Replaing the old Land Crab later Ambassadors also benefitted from having a five-door hatchback body (something that car’s style yearned for from the outset). Early cars were originally sold as the 18-22 Series, with Austin and Morris versions differing in details. Buyers could opt for the usual B-Series or the six pot E-Series engines. The range was uniformed and redesignated ‘Princess’ in late 1975 with the revamped Ambassador replacing the Princess in 1982.

The Minor is one of the most user-friendly classic cars you can find; economical, reliable, easy to work on and with a superb spares back-up. Replacing the Eight Series E in 1948, and the brainchild of (Sir) Alec Issigonis, the new car was thoroughly modern in concept, featuring all-new bodywork, torsion bar front suspension and rack and pinion steering. Originally powered by the Morris Eight type sidevalve engine, the Minor received the Austin A30’s overhead valve 803cc unit in 1952, following the formation of the British Motor Corporation (BMC). The Minor ‘grew up’ in 1956, with the adoption of BMC’s 948cc A-Series engine; it was now was faster and more rewarding to drive. More power came in 1962, when the 48bhp 1098cc version of the A-Series motor was installed. An all time great and so classless.

Had the Second World War not intervened, the version of the Austin Ten introduced in 1939 would doubtless have been at least as popular as its predecessor. Announced in May of that year (just three months after the smaller Eight), the newcomer represented a real change in Austin thinking, featuring more up to date styling, and incorporating semi-unitary construction although the mechanical underpinnings) including the side-valve 1.1-litre engine) owed much to the earlier Tens. Today this rare model can still be an effective and inexpensive family classic - with a roomy interior and a reasonably spacious boot if you can find one. Resto parts may be scarce.

Deservedly the best-selling saloons of their time, thanks to their combination of performance, economy, excellent ride comfort (courtesy of Hydrolastic suspension) and superb interior space. The front-wheel drive, Issigonis-inspired 1100 made its debut late in 1962, initially sold with Morris badging (an Austin variant appeared in 1963). As with the Mini, the 1100 was a masterpiece in terms of packaging. Automotive Products’ four-speed auto could optionally be specified, offering modern semi-auto facility. The now rare, vinyl-roofed 70bhp 1300GT were good, fast saloons for their era. Replaced in 1974 by the ill starred Allegro, 1100/1300s still hold appeal.

Potentially an ideal classic family car of the 1960s; not fast but still roomy, comfortable, easy to drive, reliable and inexpensive to buy and to run. The popular versions of BMC’s family cars featured angular body styling by Farina. In fact the Austin Cambridge and Morris Oxford were badge-engineered versions of the same vehicle, differing only in grille design and trim. In both cases the mechanical units employed were derived from those found in the previous Cambridge/Oxford models. The A60 and Oxford VI arrived in 1961, with more powerful, 1622cc engines and even more interior space. Estate versions are extremely versatile.

The Eight Series E was akin to what the Austin Eight represented to Morris. Arriving in 1938, it was a more modern interpretation of the smallest model in the Morris line-up. Developed from the much praised ‘perpendicular’ Morris Eights dating from the mid ‘30s, the Series E versions still employed a separate chassis, but fitted with much more curvy bodywork. Notably this incorporated headlamps recessed into the front wings. Another contemporary feature was a separate luggage boot (opening from the top). Powering the Series E was a 918cc 8hp sidevalve power unit, mated to a four speed ‘box (earlier Morris Eights had three-speed units). Replaced by the superior Minor.

These accommodating family cars have always been appreciated for their space (true six seaters, and with a big boot), reliability and ease of ownership. These characteristics still apply today, with the added bonus that the cars are inexpensive to buy and operate. Arriving in May 1954, the all-new, unitary construction ‘Series II’ Oxford replaced the MO. The newcomer featured BMC’s 1489cc B-Series engine; the less elaborate Cowley version initially had a slow 1200cc motor. The short lived and now rare Isis had longer bodywork, hiding BMC’s 2.6-litre C-Series engine, which provided considerable performance. Estate (‘Traveller’) versions of both the Oxford and Isis were produced. Series III models (October 1956 on) were more powerful than their predecessors. From late 1957 until 1960, a Series IV Traveller (with four passenger doors) was offered. An acquired taste but they have a loyal following.