Austin A30 and A35 (1951 to 1968)

The A30 was Austin's answer to the Morris Minor, shown at the 1951 Earls Court show as the New Austin Seven and built at Longbridge from 1952. It was a small, rounded car with a unitary body that was considerably stiffer than the Minor's, and it used the overhead-valve A-series engine, which went on to serve in many later BMC cars including the Morris Minor, A40 and early Sprites and Midgets. Four-door saloons came first, followed by a two-door, a Countryman estate and a van.

In 1956 the A35 took over, with a 948cc engine, better gear ratios and a proper remote gearchange, and it is easily spotted by its painted grille and larger, wrap-around rear window. Saloon production ended in 1959, but the Countryman lasted until 1962 and vans until early 1968. These cars are cheerful to drive, light enough that the modest power feels adequate, and the cars raced in 1950s saloon championships and still appear at historic events such as the Goodwood Revival. Parts and club support are good, and the A-series is easy to work on. The main enemy is rust in a monocoque that is laborious to repair, and many survivors have had larger engines fitted.

• Years: A30 1951 (production from 1952) to 1956; A35 saloons 1956 to 1959; Countryman to 1962; vans to 1968.
• Body styles: four-door and two-door saloons, Countryman estate, van, and a rare A35 pick-up.
• Engines: 803cc A-series (28bhp according to Classics World and Wheels Alive, while Octane quotes 24bhp); 948cc A-series in the A35, 34bhp; 1098cc in later vans; 848cc in the last vans. Power for the 1098cc van is quoted variously as 45bhp (Wheels Alive), 55 (Lancaster) and 57 (Octane), so treat it as unconfirmed.
• Gearbox: four-speed manual. The A30 has a long, wand-type lever; the A35 a remote change.
• Suspension and brakes: coil springs at the front with kingpins, half-elliptic leaf springs and lever-arm dampers on a live rear axle, worm and nut steering. Drums all round, hydraulically operated at the front and by cable at the rear on these cars, according to Classics World.
• Production: one specialist reference gives 222,823 A30s and 353,849 A35s; Lancaster gives 223,264 A30s. Figures for pick-ups vary from about 475 to roughly 500.

• 1952 to 1953: early four-door A30 (type AS3) with a central circular speedometer and fuel filler on the driver's side at the rear. Rare.
• Late 1953: two-door saloon added, with a revised grille, upholstery and dashboard.
• 1954: Countryman estate and 5cwt van arrive.
• 1956: A35 replaces the A30 with the 948cc engine, painted grille with a chrome surround, larger rear window and remote gearchange. A pick-up is introduced and dropped in 1957.
• 1959: saloon production ends.
• 1962: Countryman dropped; van gets the 1098cc engine.
• Mid 1960s: van switches to an 848cc Mini-type engine with a lower final drive. Sources date this to 1964 or 1966.
• 1968: last van built in February.

Bodywork and structure

Rot in the monocoque is the main reason these cars are scrapped. Check the inner and outer sills, especially around the handbrake mountings on the driver's side, the floorpan, jacking points and rear spring hangers. At the front, the bolt-on wings trap moisture, and the panel between the headlamps and grille corrodes and spreads into the front valance and radiator support box section. Doors that drop or catch may mean worn hinges or rust in the door pillars and hinge panels. At the rear, look at the boot floor, inner rear wings, areas around the rear lamps, rear door bottoms on four-doors and the wings above the arches. Vans were built from thinner steel and are the most vulnerable. Four-door doors are harder to find than two-door doors.

Engine

The 803cc engine is the weaker unit, with relatively frail big ends that can knock, and some 803-specific parts are getting scarce. The 948cc and later engines are tougher. Look for blue smoke on start-up or acceleration (bores and rings), a rattling timing chain, oil and coolant mixing, head gasket weeps at the rear of the head and oil dripping from the rear crankshaft seal. Many cars now carry 1098cc or 1275cc engines; that is accepted by most enthusiasts but should be declared.

Gearbox and drivetrain

The gearbox is robust. Weak second-gear synchromesh is the first sign of wear, followed by noise in first and reverse and jumping out under load. The rear axle leaks oil, and low oil makes it whine. Clonks on take-up point to propshaft joints.

Suspension, steering and brakes

The front kingpins need regular greasing and wear if neglected, so jack the front and rock each wheel. Check shock absorber top mounts, bushes and rear spring hangers. Play can build up in the steering box, idler and drag links. On the brakes, the master cylinder sits under the floor where it is exposed to spray from the front wheels, so look for corrosion and leaks. Disc conversions using later BMC parts are common on uprated cars.

Electrics and interior

Wiring is very simple; poor earths and badly fitted accessories cause most faults. Many cars have electronic ignition. Original trim was an artificial leather; replacement kits for some items are no longer made, so a retrim may need a professional. Early A30 trim is particularly hard to find.

Identity and paperwork

Many vans have had side windows cut in, and the result can be sold as a Countryman. Wheels Alive notes that a van converted to an estate usually has a roof vent that a genuine Countryman lacks. Check the car number prefix against the claimed type (for example AS3, AS4, A2S4 for A30s and AS5, A2S5 for A35s) and the V5C. A claimed pick-up deserves careful provenance checks given how few were built.

Mechanical parts are widely available, much is remanufactured, and upgrades such as front discs, servos and electronic ignition are easy to obtain. Specialist suppliers offer sill sections, repair panels, chassis pieces, seat cover kits, carpets and weatherstrips, and reproduction bumpers. Original trim and some 803cc parts are the gaps. The Austin A30 A35 Owners Club (https://www.austina30a35ownersclub.co.uk) runs national and local events, a magazine, technical advice and a spares guide.

• Which engine is fitted, and is the original still with the car?
• What welding has been done to the sills, floor and spring hangers, and is it photographed?
• For an estate, is it a factory Countryman or a converted van?
• What has been done to the brakes, including the under-floor master cylinder?
• How regularly has the front suspension been greased, and when did the car last run?