Buyer’s guide Austin A40-A105

The archetypal British family saloon of the 1950s can offer a great classic experience today

Representing a sea-change from the dumpy, separatechassis A40 Somerset and A70 Hereford (and the A90 Atlantic), the Cambridge and Westminster ranges brought unitary construction – first used by Austin on the A30 – to the British firm’s larger saloons. The engine and front suspension were on a separate subframe, rubbermounted to the body to reduce vibration, noise and harshness. The styling was all-new, too – modern enough for 1954, though after a few years the Duke of Edinburgh famously sent Leonard Lord scurrying to Farina for the next model. But to today’s classic owner they have a wonderfully solid, traditional feel and style – and it would be unfair to consider them devoid of innovation. The Austin badge on the bonnet proudly rode over a strategically positioned intake (refined by wind-tunnel testing, no less) for the ‘air-conditioning system’ – not air-con as we know it today, but ram-air ventilation and heating far superior to most contemporaries.

The Westminster boasted the new C-series six-cylinder engine and, despite its near-identical styling, it was both wider and longer than the

Cambridge – the only panels shared were the doors. The 2.6-litre engine was enough to give it a 4mph advantage over rival ‘sixes’ from Ford and Vauxhall, despite having just 85bhp at first.

Mechanically, there were fewer surprises on the smaller model. The B-series engine was only a few years old, and would go on for decades: in 1200cc A40 form it was gutless by modern standards, but the A50 had the new 1489cc version and some surviving A40s have been uprated. The engine was modified considerably to cope with its enlargement, and the 1200 also benefited from the stronger block and crank, bigger bearings and improved cooling.

A column gearchange was standard at first, because it was still fashionable to carry three people on the front seat, but a hydraulic clutch and baulk-ring synchromesh (on the top three ratios) brought improvements in drivability.

The old A40 had been Britain’s most-exported car, contributing significantly to the country’s post-war recovery; the Cambridge continued this trend and was even built in Japan, by Nissan. Sixty-five years down the line, rot has claimed many and Westminsters are now as numerous as Cambridges, but both offer strong classic appeal and a usability that belies their age.

Handsome styling by Austin’s design team led by ‘Dick’ Burzi helped the Cambridge and Westminster achieve strong sales worldwide; these were the first Austins to sport the trademark wavy grille bars

Motoring along in a pre-farina Austin is an immensely pleasurable experience, whether it’s enjoying life at a more relaxed pace in a Cambridge or pressing on in a Westminster. The American-influenced painted dashboard is not so traditionally British, but stylish and much cheaper to restore than wood veneer

Being shared with the Austin-healey, the Westminster ‘six’ is well served for parts and is a lusty, low-stressed unit offering great durability. Four-cylinder engines also benefit from the equally robust B-series being shared with others, though parts for the 1200 can be rare. Engines tend to run hot on modern fuels

All but basic models had leather trim, which a good trimmer can repair, with leathercloth on non-wearing areas. A good original interior is a bonus

A column gearchange was fitted to all but late cars; this is a rare Borg-warner auto. Linkage, synchros and bearings can all wear on manual versions

The front suspension can get very sloppy, but can be rebuilt or replaced. Costs will add up if it all needs doing, especially steering box and dampers

Austin persevered with Zenith carbs, while Morris/mg used SUS. Parts are available but a rebuild can be tricky – conversion to SUS is straightforward