You can blame the HRDC Academy, and the almost overly entertaining racing at Goodwood, for sparking a bit of a resurgence in popularity for the baby Austin. Sure, it always used to be a very cheap and cheerful way into a classic, but the lowered, slightly naughty-looking racers have gone a long way to making the A30 and A35 rather cooler.
Bursting onto the booming post-war car scene in 1951, the A30 was a genuine ‘car of the people’. It launched in four-door form as a counterpoint to the Morris Minor, and featured a 24bhp 803cc A-series engine. It represented a big leap for the company, in effect replacing the antiquated Austin Seven, and featuring monocoque construction and independent coil-sprung front suspension. Performance was just about adequate for the day, with top speed of 65mph. It would cruise happily at 50mph.
Two years later the two-door version was introduced, along with a slightly re-designed interior and larger boot opening. A year beyond that, in 1954, it was followed by the A30 Countryman estate, as well as the popular commercial van.
The major update came in 1956 with the launch of the much-improved A35. A new high-compression 948cc iteration of the A-series engine boosted power quite significantly, to a rather more useful 34bhp. Not only do those extra ten horses make the A35 easier to drive, but a new set of gear ratios improves access to its performance, too. Not that it’s suddenly a rocketship, but its journey to the higher 70mph top speed is significantly less torturous. A painted bodycoloured grille and larger rear window make it easy to tell one of these apart from the earlier car.
Production of the standard saloon models came to an end in 1959, with the introduction of the A40 Farina. Countryman production continued for a further three years. The A35 van – favourite choice of transportation for James Hunt, don’t forget – became the most powerful of the range thanks to a lowcompression 57bhp 1098cc engine. In 1964, a final 848cc van joined the range, with the last one eventually rolling off the production line in 1968.
Usually these buying guides would advise buying the most original car you can find, but the A35 – especially one you actually want to use regularly in modern traffic–benefits hugely from some minor, or even major, modifications. Bigger engines are a great help, with 1275cc engine transplants quite popular. Even a simple carb and exhaust upgrade can improve the standard engine if it’s in good health.
Improved braking is a must, with options ranging from larger A40 drums to a full Midget disc set-up, and a servo for added confidence. When set-up correctly they can handle well, too. Slightly wider wheels and radial tyres can make a huge difference, and alter the topply looks.
Want to race? Ready-built cars are often available, but building one is easy thanks to off-the-shelf parts.
Whether you want to pootle down to the shops, or fancy a shot at the podium in the excellent A35 Academy, this baby Austin promises adorable, simple, and (most of all) affordable fun.
Common problems
• Something that could be up to 70 years old will have been repaired, patched up and most likely bodged at some point. A thorough inspection of the car’s underside is vital.
• Standard brakes work well if in good order, but a front disc set-up from the MG Midget is a popular mod.
• The A-series is reliable and easy to repair or replace, with countless upgrades such as electronic ignition available.
• Parts availability is generally very good, although some original trim items can be very difficult to track down. A lot of parts are now being remanufactured. Mechanical items are very well supported.
What to pay?
Drivable cars can be picked up from about £2000, with tidy and very usable cars costing about £4500. A mint example could be bought for about £7000. Rebuilt and concours cars are potentially upwards of £10k; nicely modified and track-prepared examples £15k-plus. Rarer Countryman estate models and vans carry a premium of around 15%.
