Get yourself into a cool, groundbreaking Austin A40 Farina
An Anglo-italian on a rampant charm offensive – use our guide to buy bellissimo
Practical, comfortable and charming in the way that only a British Fifties car can be, the Austin A40 is ideal for anybody who fancies some classic motoring fun on the cheap. Plus, its cute Pinin Farina-penned lines cut a dash from any angle.
Yet despite historic racers and rallyists adding to demand in recent years, A40 values still have room to climb. How can a pretty car that shares its underpinnings with the Sprite and Midget be so undervalued?
To find out what it takes to buy a great example of this groundbreaking two-box car we spoke to Mark Fitton of Austin and Morris specialist Bull Motif
(bullmotif.net), David Kingerley of Longbridge Motor Spares (longbridgemotorspares.co.uk), and Trevor Parfitt of Scott Automotive (scottrace.com), restorers of the ex-george ‘Doc’ Shephard 1960 Bscc-winning A40.
Which one to choose?
MKI introduced in 1958. Although a saloon with a fold-down bootlid, it was a new two-box shape from Pinin Farina, intended to use estate-car design to increase the rear seat space. Engine was a 34bhp 948cc BMC A-series. Also built in Italy by Innocenti.
Countryman ‘estate’ version followed saloon in 1959. Nowadays we’d identify it as a hatchback.
MKII version, with 89mm-longer wheelbase and redesigned dashboard, succeeded the MKI in 1961.
A40S, with 48bhp 1098cc A-series, replaced 948cc version in 1962. S name was only used on Innocentis – Austins were still badged A40 MKII. All variants discontinued in 1967, replaced by BMC 1100/1300.
Bodywork
Poor rustproofing, hopeless panel availability and low values ensure most A40s have at least some rust – often lots of it. That’s why you must check the entire car from bumper to bumper, prodding, poking and looking for any evidence of filler. Take a magnet with you. It’s reckoned that the MKII is more rust-prone than the MKI because the later cars used thinner metal. The MKI also featured better rustproofing.
You also need to check the whole car for signs of bodged repairs. Key areas include the sills, wheelarches and door bottoms along with the headlight surrounds,
‘Despite its charisma and usability, the A40 is largely forgotten and values still have room to climb’
rear valance, floorpans and rear spring hangers. The A-posts, boot floor, lower wings and boot lid can also rot. So can the grille support and front valance, both of which bolt on. Replacement is easy – but finding the panels won’t be. Decent brightwork can be hard to track down, especially the side strips on the wings and doors.
The scuttle incorporates the heater plenum chamber. Repairs here are involved, awkward and can be costly. Check the front crossmember, which has the radiator sitting above it. Moisture gets trapped between the radiator and crossmember and corrosion sets in. Because it’s hidden, the rust can really get going before it’s spotted. If you’re lucky, the rot might only be the size of a 50p piece in somewhere easily accessible and only take half an hour’s labour to put right. However, a more complex curved area can demand up to four days and set you back over £1000.
Engines
Thanks to the engine’s scroll-type rear crank seal there’s almost no chance of it being oil-tight, but for less than £100 you can invest in an effective lip seal conversion. Fitting it is an engine-out job, though.
While the Mki’s 948cc engine doesn’t provide much urge, swapping it for a larger unit isn’t hard. You can choose between 1098cc or 1275cc editions in standard or breathed-on forms. The MKII has an electric fuel pump, but MKI mechanical pumps are more reliable.
A little tappet noise is common, as is the rattle of a timing chain on worn gears. Replacing it with a Duplex setup is a simple, cheap and sensible upgrade. Expect to get 100,000 miles out of the engine between rebuilds if it’s looked after. To check for bore wear, run the engine with the oil filler cap removed. If it puffs out fumes, a rebore might be due soon. Before the bores have worn the big end bearings can wear out, so listen for rumbling denoting their demise. If you need to completely overhaul the powerplant, expect to spend £1000 having it done professionally.
Petrol tanks corrode. MKI tanks are similar to pre-1968 Midgets’. MKII’S are unique and unavailable.
Transmissions
Mkis will have a smooth gearbox casing (visible down the back of the engine), but it’s often substituted for the later ribbed version as seen in the MKII – this
is stronger and features improved synchromesh. If the gearbox is getting worn, it’ll jump out of gears, particularly when you lift off the accelerator – try this in each gear. DIY rebuilding of the gearbox will cost around £200. Specialist overhaul will be £600.
Halfshafts are prone to breaking or bending. Popular engine upgrades will only give them a harder time. Listen out for whines and knocks from half-shaft splines when they begin to wear.
Steering & suspension
At a time when rack-and-pinion steering was becoming the norm, BMC stuck to a cam-and-peg system. As a result the A40’s tiller isn’t very precise. If it’s really vague, though, an overhaul is due. Boxes last well, because shims can be removed and the peg can be gently tightened down. Oil leaks are common, but the cork oil seal can be easily replaced with a modern one.
Kingpins form the basis of the front suspension on all A40s, with the MKII getting a stronger set-up. Whatever is fitted, it’ll need to be lubricated every 1000 miles if it isn’t to wear quickly. If there’s lots of play in the system you can expect to pay around £120 plus labour to get both kingpins overhauled. New wishbones are often needed, too, at £55 per side for the parts.
To check for wear, jack up the front of the car by supporting it under the front crossmember, and grip the road wheel top and bottom. Try to rock it. Play suggests kingpin wear, but to be certain, get somebody to apply the footbrake while you repeat the process. If it’s ‘cured’, the wheel bearing just needs adjustment. If there’s still play, the kingpin bushes and/or lower links are due for replacement. It’s worth upgrading from the early to the late kingpins for greater durability and strength – the bottom bush is more substantial. You’ll need to pay £50 for a pair of the later stub-axles.
The rear springs tend to sag. If the wheelarch sits lower than the top of the tyre then it’s a sign that the rear springs will need to be replaced. Expect to pay £260 for originals – but bespoke replacement can probably be fabricated for less.
Wheels & brakes
The steel wheels fitted to all A40s usually last well. They’re easy enough to blast and paint or powder coat (the latter at £50-75 per wheel). Alternatively, Midget Rostyles will go straight on.
If the handbrake won’t adjust properly, it may be that the cam in the ratchet mechanism has been fitted back-to-front and needs to be corrected.
‘Engine and mechanical parts are no problem – the club is great at sourcing them’
Trim & electrics
Although the original vinyl trim is hardwearing, age might be taking its toll by now.
With no new trim available, nothing new being remanufactured and most used parts being tatty, retrimming the interior is realistically your only option. Thankfully carpet sets are easy enough to make up and seats can be reupholstered – but you won’t see much change from £2k. Look for splits in the top of the dash because the sun can wreak havoc here.
It’s a similar story with the brightwork, though new-old-stock bits turn up regularly at autojumbles. Bumpers can usually be rechromed (and they’re basically the same for MKI and MKII but have overrider holes in different places) while overriders can also normally be revived. MKI front items are unique, but those on the back of the MKI also fit the front and rear of the MKII. The headlight surrounds are Mazak so they can age badly and can’t be reclaimed.
Instrumentation and switchgear is reliable standard Lucas fare, while the electrical system is incredibly simple. New wiring looms cost around £250. The lighting is also all standard Lucas. Tail-light lenses – shared with the Riley 1.5 and Wolseley 1500 – can be difficult to track down.