Marque: Austin - 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?

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.

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.