Austin 10

A new six light (three windows down each side, with one behind the rear door) Sherborne body style was added in January 1936, the roof line swept to the rear without interruption to provide a flush back, the then fashionable 'Airline' style. The new seating was extra deep at the rear, now with armrests and somewhat longer from back to front than on previous models. The new Sherborne with fixed or sliding roof was priced at £10 more than the equivalent Lichfield. The forward doors opened rearwards which was considered safer, steering was now by worm and sector with an hour glass worm. The road tester described the engine in The Times as having "a steady plodding nature'" and advised that its trustworthiness and simplicity made up for any lack of refinement. The weight of this car was quoted as 17 cwt as compared with the Lichfield's 15½ cwt,

A big change came in December 1936 with the almost streamlined Cambridge saloon and Conway cabriolet. Compared with the preceding cars the passengers and engine were positioned much further forward, the back seat now being rather forward of the back axle. There were six side windows like the Sherborne and the quarter lights were fixed. Again like the Sherborne the forward doors opened rearwards. At the back there was now a compartment large enough to take a trunk as well as more luggage on the open compartment door when it was let down.

A virtually new car was launched in May 1939 with the body shell incorporating the floor to give a semi unitary structure. The car was completely restyled by Argentine born Dick Burzi who had joined Austin from Lancia in 1929. The bonnet was hinged at the rear, replacing the side opening type on the old car and the radiator grille became rounded and there was no cabriolet. It was now available as four door saloon with fixed or sliding head or as a sporting type four seated tourer. The new chassis consisted of a platform braced with box members bounded by reversed U channelling the full length of each side. The body was then bolted, not welded, alternately to the top and bottom of that channelling. The forward end was strengthened by diagonal bracing and the centre given extra strength by the tunnel over the transmission. Windows were of toughened glass. The cylinder head was now aluminium for high compression and output now 32 bhp at 4,000 rpm. Shock absorbers were now hydraulic and of the double acting piston type. Bumpers were now given over riders, lighting was 12 volt.

Despite the outbreak of World War II, production of the Ten continued in large numbers; there were no tourers but there was a pick up. In all during the war, 53,000 of the saloons and utilities—pick ups and vans—the last two unofficially known as "Tillys", were made.

With peace in 1945 a change was immediately made to civilian production but because of the post war financial crisis the cars were nearly all exported, with the first one arriving in the United States in July 1945. In September 1945 the first passenger cars produced after World War II's end to arrive in Switzerland were two Austin Tens exported from England. The car continued in production in saloon form only until October 1947 to be replaced by the A40. The van also re appeared post war with a slightly larger 1237 cc engine.