1964 Austin A110

The Austin A110 Westminster was an update of the A99 Westminster formula – a 5- or 6-seat, rear-wheel-drive, unitary-bodied saloon with a 2,912cc S6 OHV engine. The A110 had 120bhp of power thanks to a twin bore exhaust plus a modified camshaft profile and cylinder head change. The power-assisted front disc brakes, cam and peg steering, and independent front coil springs remained the same, but a transverse-mounted shock absorber augmented the live rear axle. The gear lever was mounted on the floor as opposed to the steering column and the wheelbase was extended by two inches.

The A110 debuted in late 1961 and was mainly distinguishable from its predecessor via its simpler grille with rectangular indicator/side-lamp units. The transmission remained a 3-speed box with the switch for the (standard) overdrive mounted beneath the dashboard. Extras included 3-speed Borg Warner automatic transmission, with a column mounted selector lever, and, from the summer of 1962 onwards, power-assisted steering. The maximum speed was 102mph, and the price was £1,197 5s 3d.

In the spring of 1964, the Westminster was updated as the Mk.2; there was now a 4-speed gearbox with optional overdrive, improved optional automatic transmission and smaller wheels. The front discs were uprated, and telescopic units replaced the lever arm dampers. The line-up now consisted of the nicely equipped Super de Luxe with walnut veneered fascia, folding picnic tables and reclining front seats, and the ‘Basic’ model with a simpler grille, plastic trim, one sun visor, and rubber floor mats. The price for the latter was a still substantial £997 8s 9d, and police forces and fleet operators were the main buyers of the base model.

The Austin A110 Westminster was only officially available as a four-door saloon although there were a few coachbuilt estate car conversions. Sister models included the more upmarket Wolseley 6/110 and Vanden Plas Princess 3 Litre.

The Austin 3 Litre, the Westminster’s replacement, was launched in at the 1967 London Motor Show, and the A110 Mk.2 was discontinued in early 1968. The heart of the Westminster was always the BMC C-series engine with twin SU HS4 carburettors. The Mk.1 had an all-synchromesh 3-speed gear change with the Borg Warner overdrive functioning on second and third ratios, and the Mk.2’s 4-speed box lacks synchromesh on first gear. The 3-speed automatic transmission was Borg Warner DG on the Mk.1 and Borg Warner Type 35 on the Mk.2.

Aesthetic judgments are always subjective, but the Farina styling does work extremely well on the A110. The Mk.1’s manual gear change can take some acclimatising, but four speeds or automatic emphasise the Westminster’s ability as a motorway cruiser. PAS is a very worthwhile option, especially in making the big Austin a useful town car.

Issues typically confronting the A110 owner will be corrosion of the inner front wing strengtheners, inner and outer sills, front A-pillars and outriggers. Worn suspension bushes are known to fail, and excessive noise from the engine bottom end and low oil pressure could denote the need for a full overhaul.

Too many Austin A110s ended their life on the banger circuit in the 1970s and 1980s, but they are now regarded as highly desirable classic cars. Regardless of whether you choose a Mk.1 or a Mk.2, a Westminster always conveys an individual and imposing style.

A110 Westminster rivals included the PA, PB and PC series Vauxhall Crestas, the Ford Zephyr/Zodiac Mk. II, Mk. III and Mk. IV, the Standard Vanguard Luxury Six and the Humber Hawk and Super Snipe.