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1. Austin

* Austin A40 Somerset 1952-1954
* Austin A40 Cambridge 1954-1958
* Austin A90 Westminster 1954-1968
* Austin Metropolitan 1954-1961
* Austin A35 1956-1959
* Austin Lancer (Australia) 1958-1962
* Austin Princess IV 1956-1959
* Austin A40 Farina 1958-1967
* Austin A55 Cambridge 1959-1969
* Austin Mini 1959-1989
* Austin Freeway (Australia) 1962-1965
* Austin 1100/1300 1963-1974
* Austin 1800 1964-1975
* Austin 3-Litre 1967-1971
* Austin Maxi 1969-1981 (Designed in the BMC era)

2. Austin-Healey

* Austin-Healey 100 1953-1959
* Austin-Healey 3000 1959-1968
* Austin-Healey Sprite 1958-1971

3. MG

* MG A 1955-1962
* MG Magnette ZA/ZB 1953-1959
* MG Magnette Mk III/Mk IV 1959-1968
* MG Midget 1961-1974
* MGB 1962-1980
* MG 1100/1300 1962-1973
* MGC 1967-1969

4. Morris

* Morris Oxford 1954-1971
* Morris Cowley 1954-1959
* Morris Isis 1955-1958
* Morris Marshal (Australia) 1957-1960
* Morris Major (Australia) 1958-1964
* Morris Mini-Minor 1959-2000
* Morris 1100/1300 1963-1974
* Morris 1800 1964-1975

5. Riley

* Riley Pathfinder 1953-1957
* Riley 2.6 1958-1959
* Riley 1.5 1957-1965
* Riley 4/68 1959-1961
* Riley 4/72 1961-1969
* Riley Elf 1961-1969
* Riley Kestrel 1965-1969

6. Vanden Plas

* Vanden Plas 3 litre 1959-1964
* Vanden Plas 1100/1300 1963-1974
* Vanden Plas Princess 4 litre R 1964-1968

7. Wolseley

* Wolseley 4/44 1952-1956
* Wolseley 6/90 1954-1959
* Wolseley 15/50 1956-1958
* Wolseley 1500 1957-1965
* Wolseley 15/60 1958-1961
* Wolseley 16/60 1961-1971
* Wolseley 6/99 1959-1961
* Wolseley 6/110 1961-1968
* Wolseley Hornet 1961-1969
* Wolseley 24/80 (Australia) 1962-1967
* Wolsleley 1100/1300 1965-1973
* Wolseley 18/85 1967-1972

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1. Austin

* Austin A125 Sheerline 1947-1954
* Austin A135 Princess 1947-1956
* Austin A40 Sports 1950-1953
* Austin A70 Hereford 1950-1954
* Austin A30 1951-1956
* Austin A40 Devon 1947-1952

2. MG

* MG TD 1949-1953
* MG Y-type 1947-1953

3. Morris

* Morris Minor 1948-1971
* Morris Oxford (Series MO) 1948-1954
* Morris Six MS 1948-1953

4. Riley

* Riley RM series 1945-1955

5. Wolseley

* Wolseley 4/50 1948-1953
* Wolseley 6/80 1948-1954
* Wolseley Oxford Taxi 1947-1955

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The mid-sized Farinas were launched in 1958 with the Wolseley 15/60. Other members of the group included the Riley 4/68, Austin A55 Cambridge Mk II, MG Magnette Mk III, and Morris Oxford V. Later, the design was licensed in Argentina and produced as the Di Tella 1500/Traveller/Argenta. The mid-size cars used the B-Series straight-4 engine.


Most of these cars lasted until 1961, though the Di Tellas remained until 1965. They were replaced with a new Farina body style and most were renamed. These were the Austin A60 Cambridge, MG Magnette Mk. IV, Morris Oxford VI, Riley 4/72, and Wolseley 16/60. These mostly remained in production until 1968, with no rear wheel drive replacement produced.


Farina also designed a large car. Launched in 1959 as the Austin A99 Westminster, Vanden Plas Princess 3-Litre, and Wolseley 6/99, it used the large C-Series straight-6 engine. The large Farinas were updated in 1961 as the Austin A110 Westminster, Vanden Plas Princess 3-Litre Mk. II, and Wolseley 6/110. These remained in production until 1968.

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In 1958, BMC hired Battista Farina to redesign its entire car line. This resulted in the creation of three "Farina" saloons, each of which was badge-engineered to fit the various BMC car lines.


The compact Farina model bowed in 1958 with the Austin A40 Farina. This is considered by many to be the first mass produced hatchback car: a small estate version was produced with a horizontally split tailgate, its size and configuration would today be considered that of a small hatchback. A Mark II A40 Farina appeared in 1961 and was produced through 1967. These small cars used the A-Series engine.

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BMC's headquarters were at the Austin plant at Longbridge, near Birmingham and Austin was the dominant partner in the group mainly because of the chairman. The use of Morris engine designs was dropped within 3 years and all new car designs were coded ADO from "Austin Drawing Office". The Longbridge plant was up to date, having been thoroughly modernised in 1951, and compared very favourably with Nuffield's 16 different and often old fashioned factories scattered over the English Midlands. Austin's management systems however, especially cost control and marketing were not as good as Nuffield's and as the market changed from a shortage of cars to competition this was to tell. The biggest selling car, the Mini, was famously analysed by Ford Motor Company who concluded that BMC must be losing £30 on every one sold. The result was that although volumes held up well throughout the BMC era, market share fell as did profitability and hence investment in new models, triggering the 1966 government sponsored merger with Jaguar to form British Motor Holdings (BMH), and three years later leading to the merger of BMH with Leyland Motor Corporation.


At the time of the mergers, there was a well established dealership network for each of the marques. Among the car-buying British public there was a tendency of loyalty to a particular marque and marques appealed to different market segments. This meant that marques competed against each other in some areas, though some marques had a larger range than others. The Riley and Wolseley models were selling in very small numbers. Styling was also getting distinctly old fashioned and this caused Leonard Lord, in an unusual move for him, to call upon the services of an external stylist.

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The British Motor Corporation (BMC) was a UK vehicle company, formed by the merger of the Austin Motor Company and the Nuffield Organisation (parent of the Morris car company, MG, Riley and Wolseley) in 1952. Basically, it was the predecessor of British Leyland.


BMC was the largest British car company of its day, with (in 1952) 39 percent of British output, producing a wide range of cars under brand names including Austin, Morris, MG, Austin Healey, Wolseley as well as commercial vehicles and agricultural tractors. The first chairman was Lord Nuffield (William Morris) but he was replaced in August 1952 by Austin's Leonard Lord who continued in that role until his 65th birthday in 1961 but handing over, in theory at least, the managing director responsibilities to his deputy George Harriman in 1956.

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