Buyer’s guide: BMC ‘Farina’

By Malcolm McKay

| 17 Mar 2025

Classic & Sports Car – Buyer’s guide: BMC ‘Farina’

Why you’d want a BMC ‘Farina’ car

Prince Philipʼs well-intentioned comments about the looks of the British Motor Corporationʼs saloons not matching up to the European competition resulted in a whole new family of cars growing on the Austin A55 Cambridge platform.

Pinin Farina drew up the ADO9 and BMC productionised the design into Austin, Morris, Wolseley, MG and Riley variants.

For the first time, all shared Austin running gear – a backward step in areas such as the cam-and-peg steering, when Morris and Wolseley cars had used rack and pinion since WW2.

Lever-arm dampers integral with the top wishbones and long kingpins needing frequent greasing were also somewhat dated, but with BMCʼs global market including much rougher roads than those in the UK, the robustness did make sense, as did the standardisation.

Surprisingly, it was the Wolseley that was launched first – followed by Austin, MG, Morris and finally Riley.

The Austin and Morris models were the most affordable, with the Wolseley an upmarket (wood and leather) version of the base variants, then MG and Riley had the upmarket trim plus twin carburettors to give a modicum of extra performance.

The Austin was fractionally cheaper than the Morris, while Rileys were priced slightly above MGs.

The sales numbers were interesting: Cambridge A55 and A60, c150,000/276,500; Oxford Series V and VI, 87,432/208,823; Wolseley 15/60 and 16/60, 24,759/63,082; Magnette MkIII and IV, 16,676/14,320; Riley 4/68 and 4/72, 10,940/14,151.

At first, updates came thick and fast. The new, lighter and smoother Borg-Warner 35 auto ʼbox arrived with the 1622cc models in 1961, which brought significant improvements all round.

The wheelbase was longer, front and rear tracks were wider, the springs were lower and stiffer, and anti-roll bars were added.

Then BMC turned to Alec Issigonisʼ front-wheel-drive range and the Farinas stagnated.

Production continued because the demand remained for front-engined, rear-drive, high-built cars that were comfortable and easy to get into and out of.

Australia built the six-cylinder Austin/Morris Freeway and Wolseley 24/80 in 1962-ʼ65.

In Argentina, a whole range was made under licence by fridge manufacturer Siam: the Di Tella 1500 used the Riley shell, while its Magnette was more upmarket – and it made estates, Argenta pick-ups and other models.

Images: James Mann

BMC ‘Farina’: what to look for

Trouble spots

Please see above for what to check for when looking at BMC ‘Farina’ classic cars for sale.

Engine

The B-series motor was over-engineered and lasted well, passing 150,000 miles if well serviced between rebuilds.

Check the engine number and spec – many have been swapped over the years, mostly uprated but occasionally downgraded.

Oil leaks, low pressure, blow-by, rattles and knocks indicate the need for specialist attention.

Suspension

Look for enough grease around the front suspension, ineffective damping, wear in kingpins and excessive play in the steering box, idler and linkages.

An original, unrepaired spring mount such as this is rarely found – check that any work done has been performed properly or if remedial work is needed.

Inside

Trim specification varied through the different marques and models.

Original is the ideal, as here in this Wolseley 15/60; many survivors have had interior swaps over the years.

Rust

Scrutinise the bottom of the A-post, inner and outer sills, floors (including box-sections), jacking points, bulkhead, outriggers and inner wings for rust.

BMC ‘Farina’: before you buy

Though rust was – and is – the biggest enemy, BMC Farinas were built like tanks

An Austin A60 won the first Banger World Championship in 1974, an accolade that Farinas would win six further times.

Any repairs that have been made to the structure should be sound and tidy, not messily patched together.

The mechanicals are simple and reliable, but everything wears out with time and neglect.

If the engine is worn you will find excessive exhaust smoke and breathing, oil leaks, rattles from the top end and knocks from the bottom. It can all be fixed, but a full rebuild will cost £2-3000.

The valve seats eventually wear with unleaded fuel if driven hard – budget c£500 for a rebuilt head with hardened seats if it hasnʼt been done already. Drive gently and you may never need it.

Lacklustre performance is usually a seized vacuum-advance unit.

Lever-arm dampers can be rebuilt if weak. Kingpins and swivels can be replaced; they should be greased at least every 3000 miles.

Brakes were adequate when new, but must be in perfect order for modern traffic; all parts are available and inexpensive.

The gearbox (column or floor change) has synchromesh on all but first gear – with second being the most susceptible to wear.

Check for excess bearing noise (which fades when the clutch is engaged in neutral) and jumping out of gear.

The Borg-Warner 35 auto can still be rebuilt – check for reasonably positive changes, effective kickdown and clean, pink fluid.

BMC ‘Farina’ price guide

Restoration/average/show

Austin/Morris: £1000/5500/12,500
MG/Riley/Wolseley: £2000/6250/17,500
Countryman/Traveller: £1500/7000/18,000

^{Prices correct at date of original publication}

BMC ‘Farina’ history

1958 Dec Wolseley 15/60 launched: 1489cc, 53bhp, 78mph, 0-60mph 24.5 secs

1959 Jan Austin A55 Cambridge MkII

1959 Feb MG Magnette MkIII: 60bhp, 88mph and 0-60mph in 18.8 secs

1959 Mar Morris Oxford Series V

1959 Apr Riley 4/68

1960 Sep Austin A55 Countryman and Morris Oxford Traveller estates arrive

1961 Oct Facelift: 1622cc, wider tracks, longer wheelbase, revised interior, stiffer suspension. Optional column change and Borg-Warner three-speed auto, plus diesel 1489cc engine for export. A60, Oxford VI, 16/60: 61bhp, 81mph. Magnette IV, Riley 4/72: 68bhp, 82mph. Diesel: 40mpg, 40bhp, 64lb ft, 67mph, 39.4 secs 0-60mph

1962 Higher axle ratio on estates

1962 Nov Diesel A60/Oxford in UK

1968 May Magnette discontinued

1969 Cambridge and 4/72 discontinued

1971 Oxford and 16/60 discontinued

The owner’s view

“BMC Farinas have been in my blood since I was 14 years old,” admits Gerald Foster.

“Dad had an Almond Green Riley 4/72 in New Zealand, and my first car there in 1980 was also a 4/72, which my brother still looks after for me and exercises from time to time.

“My sisters have owned Rileys, an Austin Cambridge and a Morris Oxford, but this is the first Wolseley in the family.

“I saw it when on a walk 12 years ago, befriended the owner and finally, two years ago, he decided to sell.

“I had waited a long time to find the right Farina. This one has always been garaged and is all original, having covered just 67,000 miles from new. Plus, it’s the earliest specification possible.

“It is a nice, comfortable car to drive and I believe it has had the sunvisor fitted since new.

“I don’t get out in it often enough, so I’m looking forward to retiring and being able to put some more time into it.”

Also consider

The Hillman Super Minx (left) and Vauxhall Victor are alternative buys

HILLMAN SUPER MINX

With estates, Singer Vogue and Humber Sceptre siblings, the Super Minx was a key rival for the BMC Farina. More spacious and modern in appearance, it’s a civilised and cheap option.

Sold 1961-’67 • No. built n/a • Price now £1-12,000*

VAUXHALL VICTOR

Despite three bodyshell upgrades and larger engines, the spacious, American-styled Victors barely outsold the Farinas. Early cars are prone to rot and finding parts can be difficult.

Sold 1957-’72 • No. built 1,165,012 • Price now £1-15,000*

^{*Prices correct at date of original publication}

**BMC ‘Farina’ cars: the Classic & Sports Car verdict**

Body condition is paramount.

Differences in price are small between models and the appeal of the light-up grille badge means Wolseleys command as much as the rarer (and livelier) Rileys and MGs.

All are lovely, usable classic cars that will make you relax and smile at the wheel, while still being capable of a good day’s work.

Beware of incorrect or missing parts, and model-specific trim, because many are increasingly scarce.

FOR

Surviving cars have mostly led a sheltered life, being simple and inexpensive to own and maintain
There is good parts availability for service items

AGAINST

Values rarely cover the cost of significant restoration
Correcting modifications and sourcing lost parts can be tiresome

BMC ‘Farina’ specifications

Sold/number built 1958-’71/c866,700
Construction steel monocoque
Engine all-iron, ohv 1489/1622cc ‘four’, single/twin SU carburettors; 1489cc diesel
Max power 40bhp @ 4350rpm to 68bhp @ 5000rpm
Max torque 64lb ft @ 2100rpm to 90lb ft @ 2100rpm
Transmission four-speed manual with no synchromesh on first (three-speed BorgWarner 35 auto option from 1961), RWD
Suspension: front independent, by wishbones, coil springs rear live axle, semi-elliptic leaf springs; lever arm dampers f/r (anti-roll bar f/r from Oct 1961)
Steering cam and peg
Brakes 9in (229mm) drums
Length 14ft 6¼-10½in (4432-4534mm)
Width 5ft 3½in (1613mm)
Height 4ft 11-11¾in (1499-1518mm)
Wheelbase 8ft 3¼-4¼in (2521-2549mm)
Weight 2352-2565lb (1069-1166kg)
0-60mph 25.6-18 secs
Top speed 78-89mph
Mpg 25-33
Price new £721-916 (A60 Cambridge saloon to Riley 4/72, 1964)