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BMC ADO16
BMC ADO16
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BMC ADO16
Morris 1100 Mk.II four-door saloon
Overview
Manufacturer
ProductionOverall: 1962–1974
Austin: 1963–1974
MG: 1962–1971
Morris: 1962–1971
Riley: 1965–1969
Vanden Plas: 1964–1974
Wolseley: 1965–1973
AssemblyUnited Kingdom: Longbridge, Birmingham (Longbridge plant)
United Kingdom: Cowley, Oxford (Cowley plant)
Australia: Victoria Park (BMC Australia)[1]
Belgium: Seneffe
Chile: Arica
Ireland: Dublin
Italy: Lambrate, Milan (Innocenti)
Malta: Marsa (Malta Car Assembly)
New Zealand: Auckland; Petone (NZMC)[2]
Portugal: Setúbal
Rhodesia: Salisbury
South Africa: Blackheath
Spain: Pamplona (Authi)
Trinidad and Tobago
Yugoslavia: Novo Mesto (IMV)
DesignerSir Alec Issigonis
body design: Pininfarina
Body and chassis
ClassSmall family car
Body style
LayoutFront engine, front-wheel drive
Powertrain
Engine
Dimensions
Wheelbase93.5 in (2,375 mm)
Length146.65 in (3,725 mm)
(saloon & estate)
Width60.38 in (1,534 mm)
Height53 in (1,346 mm)
Kerb weight1,834 lb (832 kg) approx
Chronology
PredecessorAustin A40 Farina
Riley One-Point-Five
Wolseley 1500
SuccessorAustin Allegro
Morris Marina
Vanden Plas 1500

The BMC ADO16 is a range of small family cars built by the British Motor Corporation (BMC) and, later, British Leyland. Launched in 1962, it was Britain's best-selling car from 1963 to 1966 and from 1968 to 1971.[3] The ADO16 was marketed globally under various make and model names; the most prolific variant was the Austin 1100 and Morris 1100. At the height of its popularity, it was widely known as the 1100 (eleven-hundred) in its home market, or as the 1300 when equipped with the 1275 cc engine.

In production for 12 years, production of the ADO16 reached 2.1 million between 1962 and 1974, more than half of those sold in the UK home market.[4] British Leyland phased out the 1100/1300 between 1971 and 1974 in favour of the Morris Marina and the Austin Allegro.

Naming

[edit]

The ADO16 was marketed under numerous make and models, including:

  • Austin: 1100, 1300 and 1300GT
  • Austin: 11/55,[5] America, Apache, De Luxe, Glider and Victoria
  • Innocenti: Austin I4 and Austin I4S [6]
  • Innocenti: Morris IM3 and Morris IM3S [6]
  • Innocenti I5
  • MG: 1100, 1275 and 1300
  • MG: Princess,[7] Sports Sedan,[5] 1100S and MG-S 1300
  • Morris: 1100, 1300 and 1300GT
  • Morris: 11/55,[8] 1100S, Marina [5] and Marina GT
  • Riley: Kestrel, Kestrel 1275, Kestrel 1300 and 1300 [9]
  • Vanden Plas: Princess 1100, Princess 1275 and Princess 1300
  • Wolseley: 1100, 1275 and 1300
  • Wolseley: 11/55 [5] & Wesp [5]

In line with BMC's policy at the time, Austin badged versions of the ADO16 were built at Longbridge, whilst Morris and MG versions were assembled at Cowley. However, some were also built in Spain by Authi, in Italy by Innocenti, in Yugoslavia (Slovenia) by IMV,[10] and at the company's own plant in Belgium. It was the basis for locally adapted similar cars manufactured in Australia and South Africa. Various versions including Austin, Morris, MG, Wolseley and Riley were assembled in New Zealand and Malta from CKD kits from 1963 until the final Austin/Morris versions were discontinued in 1974, a year after the launch of its replacement, the Austin Allegro.

The vehicle was launched as the Morris 1100 on 15 August 1962. The range was expanded to include several rebadged versions, including the twin-carburettor MG 1100 (introduced at the end of September 1962),[11] the Austin 1100 (August 1963),[12] the Vanden Plas Princess 1100 (October 1963)[13] and finally the Wolseley 1100 (1965) and Riley Kestrel (1965). The Morris badged 1100/1300 models were discontinued on the launch of the Morris Marina in 1971, but the Austin and Vanden Plas versions remained in production in the UK until June 1974.

The three-door estate version followed in 1966, called Countryman in the Austin version and Traveller in the Morris one, continuing the established naming scheme. The Austin 1100 Countryman appeared in the Fawlty Towers episode "Gourmet Night", in which the short-tempered owner of Fawlty Towers Basil Fawlty (John Cleese) gave it a "damn good thrashing". This episode was first shown in October 1975, and by that time it was already out of production.

In 1964, the 1100 was Wheels magazine's Car of the Year.

For most of its production life, the ADO16 was Britain's best selling car,[citation needed] holding around 15% of the new car market at its peak, before finally being outsold by the Ford Cortina in 1972.

Design and development

[edit]

The ADO16 (Amalgamated Drawing Office project number 16) was designed by Sir Alec Issigonis. Following his success with the Mini, Issigonis set out to design a larger and more sophisticated car which incorporated more advanced features and innovations. Pininfarina, the Italian styling studio that had worked with BMC before on the Austin A40 Farina, was commissioned to style the car. ADO16 had comparable interior space to the larger Ford Cortina.[citation needed]

In common with the Mini, the ADO16 was designed around the BMC A-Series engine, mounted transversely and driving the front wheels. As well as single piston swinging caliper disc brakes at the front, which were not common on mass-produced cars in the early 1960s, the ADO16 featured a Hydrolastic interconnected fluid suspension system designed by Alex Moulton. The mechanically interconnected Citroen 2CV suspension was assessed in the mid-1950s by Alec Issigonis and Alex Moulton (according to an interview by Moulton with Car magazine in the late 1990s),[citation needed] and was an inspiration in the design of the Hydrolastic suspension system for the Mini and Austin 1100, to try to keep the benefits of the 2CV system (ride comfort, body levelling, keeping the tyres in contact with the road), but with added roll stiffness that the 2CV lacked.

BMC engineer Charles Griffin took over development work from Issigonis at the end of the 1950s while Issigonis completed work on the Mini. Griffin ensured the 1100 had high levels of refinement, comfort and presentation. Griffin would later have overall responsibility for the Princess, Metro, Maestro and Montego ranges.[4]

Autocar reports in October 1973, while the car was still in production, that approximately 2,365,420 ADO16s had been produced.[14]

Mark I (1962–1967)

[edit]

The original Mark I models were distinctive for their use of a Hydrolastic suspension. Marketing material highlighted the spacious cabin when compared to competitor models which in the UK by 1964 included the more conservatively configured Ford Anglia, Vauxhall Viva and BMC's own still popular Morris Minor. Unlike almost all of its competitors, the AD016 featured front-wheel drive instead of rear-wheel drive.

The Mark I Austin / Morris 1100 was available, initially, only as a four-door saloon. In March 1966 a three-door estate became available, badged as the Morris 1100 Traveller or the Austin 1100 Countryman.[15] Domestic market customers looking for a two-door saloon would have to await the arrival in 1967 of the Mark II version, although the two-door 1100 saloon had by now been introduced to certain overseas markets, including the United States where a two-door MG 1100 was offered.

An Automotive Products (AP) four-speed automatic transmission was added as an option in November 1965.[16] In order to avoid the serious levels of power loss then typical in small-engined cars with automatic transmission the manufacturers incorporated a new carburettor and a higher compression ratio in the new 1965 automatic transmission cars: indeed a press report of the time found very little power loss in the automatic 1100, though the same report expressed the suspicion that this might in part reflect the unusually high level of power loss resulting from the way in which the installation of the transversely-mounted "normal" manual gearbox had been engineered.[17]

  • Morris 1100 Mk.I four-door saloon
    Morris 1100 Mk.I four-door saloon
  • Morris 1100 Mk.I four-door saloon
    Morris 1100 Mk.I four-door saloon
  • Austin 1100 Mk.I four-door saloon
    Austin 1100 Mk.I four-door saloon
  • Austin 1100 Mk.I four-door saloon
    Austin 1100 Mk.I four-door saloon

Engine

[edit]

Mark II (1967–1971)

[edit]

At the end of May 1967, BMC announced the fitting of a larger 1275 cc engine to the MG, Riley Kestrel, Vanden Plas and Wolseley variants.[18] The new car combined the 1275 cc engine block already familiar to drivers of newer Mini Cooper S and Austin-Healey Sprite models with the 1100 transmission, its gear ratios remaining unchanged for the larger engine, but the final-drive being significantly more highly geared.[18]

The Mark II versions of the Austin and Morris models were announced, with the larger engine making it into these two makes' UK market ranges in October 1967 (as the Austin 1300 and Morris 1300). An 1100 version of the Mark II continued alongside the larger-engined models.

Unusually for cars at this end of the market, domestic market waiting lists of several months accumulated for the 1300-engined cars during the closing months of 1967 and well into 1968.[19] The manufacturers explained that following the devaluation of the British Pound in the Fall / Autumn of 1967 they were working flat out to satisfy export market demand, but impatient British would-be customers could be reassured that export sales of the 1300s were "going very well".[19] MG, Wolseley, Riley and Vanden Plas variants with the 1300 engines were already available on the home market in very limited quantities, and Austin and Morris versions would begin to be "available here in small quantities in March 1968".[19]

The addition of a larger engined model to the ADO16 range came at a time when most cars of this size were now available with larger engines than the 1100 cc unit which until then had been the only engine available in the whole range. Its key rivals in the 1960s were the Vauxhall Viva (in HA form from 1963 and HB form from 1966) and the Ford Anglia (and from the end of 1967, the Anglia's successor, the Escort). From 1970, it had gained another fresh rival in the form of the HC Viva, and also from a new Rootes Group model, the Hillman Avenger.

On the outside, a slightly wider front grille, extending a little beneath the headlights, and with revised detailing, differentiated Austin / Morris Mark IIs from their Mark I predecessors, along with a slightly smoother tail light fitting which also found its way onto the FX4 London taxi of the time. Austin and Morris grilles were again differentiated, the Austin having wavy bars and the Morris straight ones. The 1100 had been introduced with synchromesh on the top three ratios: all synchromesh manual gearboxes were introduced with the 1275 cc models at the end of 1967 and found their way into 1098 cc cars a few months later.[20]

Mark II versions of the MG, Riley, Vanden Plas and Wolseley were introduced in October 1968, at which time Riley abandoned the Kestrel name. The Riley 1300 Mark II was discontinued in July 1969,[21] and signalled the demise of the Riley marque, proving to be a shade of things to come as the 1970s would see British Leyland discontinue the Wolseley marque and sell most of its model ranges under a solitary brand.

At the London Motor Show in October 1969 the manufacturers introduced the Austin / Morris 1300 GT, featuring the same 1275 cc twin carburettor engine as that installed in the MG 1300, but with a black full width grille, a black vinyl roof and a thick black metal strip along the side.[22] This was BMC's answer to the Ford Escort GT and its Vauxhall counterpart.[22] Ride height on the Austin / Morris 1300 GT was fractionally lowered through the reduction of the Hydrolastic fluid pressure from 225 to 205 psi.[22]

  • Austin 1100 Mk.II four-door saloon (Note the slightly wider grille)
    Austin 1100 Mk.II four-door saloon (Note the slightly wider grille)
  • 1969 MG 1300 Mk.II two-door saloon
    1969 MG 1300 Mk.II two-door saloon
  • 1970 Morris 1100 MK.II four-door saloon
    1970 Morris 1100 MK.II four-door saloon
  • Riley Kestrel four-door saloon
    Riley Kestrel four-door saloon

Engine

[edit]

During 1970, despite being fundamentally little changed since the introduction of the Morris 1100 in 1962, the Austin/Morris 1100/1300 retained its position as Britain's top-selling car, with 132,965 vehicles registered as against 123,025 for the Ford Cortina, in that year entering its third incarnation.[23] By the time the two millionth ADO16 was produced, at the end of June 1971,[16] the Morris-badged version of the car had been withdrawn in order to create space in the range and in the showrooms for the Morris Marina.[16] 1971 turned out to be the 1100/1300's last year at the top of the UK charts.

Mark III (1971–1974)

[edit]

The Mark III models were introduced in September 1971. At the launch of the Morris 1100 in 1962 the manufacturer stated that they intended for the ADO16 models to remain in production for at least ten years,[24] which despite BMC's vicissitudes through the 1960s turned out to be reasonably prescient. The range was gradually reduced, with the MG 1300 dropped in 1971 and the Wolseley 1300 in 1973. The final British ADO16, a Vanden Plas Princess 1300, left the factory on 19 June 1974. When British Leyland replaced the ADO16, it was replaced variously by the Austin Maxi (1969), the Morris Marina (1971), and the Austin Allegro (1973). The luxury Vanden Plas 1500 version of the Allegro debuted in 1975.

By this time, its original rival, the Ford Cortina, had long since grown larger, putting ADO16 into the small, rather than medium-sized class, which British Leyland was now competing in with the Austin Maxi, Morris Marina as well as the long-running Austin 1800 saloons. The ADO16's final key rivals were the Ford Escort, Vauxhall Viva and Hillman Avenger. Foreign cars were also becoming increasingly popular on the UK market during the early 1970s, with perhaps the biggest imported rival to the ADO16 being the Datsun Sunny from Japan.

  • Austin 1300 Mk.III four-door saloon
    Austin 1300 Mk.III four-door saloon
  • Austin 1100 automatic Mk.III four-door saloon
    Austin 1100 automatic Mk.III four-door saloon
  • Austin 1300 GT Mk.III four-door saloon
    Austin 1300 GT Mk.III four-door saloon
  • Morris 1100 Mk.III four-door saloon
    Morris 1100 Mk.III four-door saloon

Engine

[edit]
  • 1971–1974: 1098 cc A-Series I4
  • 1971–1974: 1275 cc A-Series I4

ADO16 timeline

[edit]
  • March 1962 – United Kingdom: The first Morris 1100 and MG 1100 cars were produced at Cowley.
  • 15 August 1962 – United Kingdom: Launch of the Morris 1100 four-door saloon in Britain with the two-door saloon for export only. Available in two levels of trim: Standard and Deluxe.
  • August 1962 – Denmark: The Morris 1100 four-door saloon is introduced to Denmark where it went on sale as the "Morris Marina" (ADO16). It was initially a slow seller due to a new tax regime that had been introduced in Denmark. Cars were imported by Dansk Oversøisk Motor Industri A/S (DOMI), the Danish Morris agent and given an extensive pre-delivery inspection and side indicators (a local requirement) before shipping out to dealers.
  • 2 October 1962 – United Kingdom: Launch of the MG 1100 four-door saloon in Britain. Like the Morris 1100, the two-door saloon was reserved for export only. The MG 1100 had a more powerful 55 bhp (41 kW) twin carburettor version of the A Series engine and a more luxurious interior.
  • November 1962 – United Kingdom: Both models now have rear mud flaps.
  • January 1963 – Denmark: Sales for the Morris Marina (ADO16) begin to improve.
  • February 1963 – New Zealand: CKD Morris 1100 Deluxe four-door sedan assembly starts at Dominion Motors, Newmarket, Auckland.
  • April 1963 – USA: MG 1100 launched at the International Auto Show, New York and marketed as the MG Sports Sedan. 1100cc 55 bhp engine, available in two- or four-door saloon versions. Available in showrooms before launch.[25]
  • April 1963 – Italy: Introduction of the Innocenti Morris IM3 four-door saloon. This was an ADO16 assembled in Milan, with different front end styling, petrol flap, different bumpers and higher quality interior trim, 1100cc with twin S.U. HS2 carburettors. "IM" was short for "Innocenti-Morris"[26] The '3' as it was the third BMC model adapted and assembled in Italy by Innocenti.
  • May 1963 – South Africa: Morris 1100 four-door saloon introduced in Standard and Deluxe trim, identical to UK. Built at Blackheath, Cape Town.[27]
  • August 1963 – South Africa: MG 1100 four-door saloon introduced. identical to UK.[28]
  • September 1963 – United Kingdom: Introduction of the Austin 1100 four-door saloon, similar to the Morris 1100 but with the traditional eight wavy bar grille with Austin coat of arms on the bonnet and different interior trim and dashboard.[12]
  • October 1963 – Denmark: The Austin 1100 four-door saloon introduced to Denmark where it went on sale. Cars were imported by De Forenede Automobilfabrikker A/S (DFA), the Danish Austin agent and given an extensive pre-delivery inspection and side indicators (a local requirement) before shipping to dealers.
  • October 1963 – United Kingdom: Vanden Plas Princess 1100 four-door saloon is presented at the London Motor Show to gauge public reaction.[13] At the same time, all models had the windscreen washer bottle relocated to prevent it from freezing up.
  • October 1963 – New Zealand: CBU Austin 1100 Deluxe four-door saloons appear in showrooms.[29] Available early 1964. Initial imports by the Austin Distributors' Federation were assembled in the UK.[30]
  • November 1963 – Carpets were replaced by rubber mats.
  • 17 February 1964 – Australia: Launch of the Morris 1100 Deluxe four-door sedan. It had a total of thirty-seven different modifications to make it suitable for Australian terrain, including a modified interior for greater comfort. A bench front seat was fitted, with the handbrake moved to a position between the driver's side of the seat and the door. A long, bent gear lever was used to clear the middle of the seat.[31] Externally, over-riders were fitted to both the front and rear bumper bars and, as an optional extra, a solid or metal mesh sun visor could be fitted to the top windscreen arch to help "protect the front seat occupants from eye strain caused by direct sun rays." Another optional extra was a horizontally slatted metal "Venetian Shade" which could be fitted internally to the back window. This was intended to prevent the interior becoming too hot.[32]
  • February 1964 – Ireland: CKD Austin 1100 Deluxe four-door saloon assembly starts at Lincoln & Nolan, East Road, East Wall, Dublin.[33]
  • May 1964 – South Africa: Austin 1100 four-door saloon introduced in Standard and Deluxe trim, identical to UK-spec cars.
  • Spring 1964 – United Kingdom: Vanden Plas Princess 1100 four-door saloon enters production[13] It was the top of the range model with walnut-veneer dashboard, door cappings, picnic tables in the back of the front seats, Connolly Leather hide upholstery, Wilton carpets and West of England cloth headlining.
  • Summer 1964 – United Kingdom: Petrol pump relocated from under body where it was vulnerable to stone damage to partly inside boot.[34]
  • September 1964 – Revisions: all models have diaphragm spring clutch, improved heater, crush-style sun visors and plastic-framed rear-view mirror.[35]
  • November 1964 – Italy: Introduction of the Innocenti Austin i4 four-door saloon at the Turin Motor Show. The front end styling was very similar to the Morris 1100 sold in the UK. It was fitted with the straight eight bar grille and similar side lamps, but with clear lenses.
  • Late 1964/Early 1965 – USA: Launch of the MG Princess four-door saloon. 154 cars were sold. Vanden Plas Princess 1100 badged and marketed as a MG.
  • January 1965 – United Kingdom: Introduction of the Crayford estate conversions of the ADO16.
  • March 1965 – United Kingdom: Heater was standardised on Austin/Morris Deluxe model.[36]
  • June 1965 – Spain: British Motor Corporation and Nueva Montaña Quijano (NMQ) form 50% partnership in Automoviles de Turismo Hispano Ingleses (Authi).
  • August 1965 – USA: MG Sports Sedan two- and four-door versions updated with faux wood Austin style fascia.
  • September 1965 – United Kingdom: Introduction of the Wolseley 1100 four-door saloon and Riley Kestrel four-door saloon, both of which were mechanically similar to the MG 1100. The Wolseley had a strip speedometer in a wooden fascia as per the MG, while the Riley Kestrel had three round dials including a rev counter in a wooden fascia. Both were offered with leather seats as standard.
  • October 1965 – United Kingdom: Optional four-speed automatic transmission available on the Austin and Morris versions.
  • Late 1965 – United Kingdom: Introduction of the Mystique conversion by Creech Motors in Somerset.
  • 1965 – Italy: Twin Dell’Orto FZD carburettors introduced on Innocenti Morris IM3, twin S.U. HS2 carburettors are still available, but rare.
  • January 1966 – South Africa: Morris 1100 Deluxe receives Austin fascia. Morris 1100 Standard retains original fascia.[37]
  • March 1966 – United Kingdom: Morris 1100 Traveller and Austin 1100 Countryman three-door estates launched at the Geneva Motor Show.
  • May 1966 – United Kingdom: Reclining front seats become available on all 1100s. When specified on the Traveller and Countryman, the interior could be converted into a double bed.
  • May 1966 – Italy: The Innocenti Austin i4S four-door saloon launched. Innocenti Austin i4 with twin carburettors and more trim.
  • August 1966 – Italy: The Innocenti IM3S four-door saloon launched. The model lost over-riders and was fitted with a different grille.
  • Mid-1966 – United Kingdom: Longbridge had developed a five-door hatchback version of the Australian Morris 1500 known as the Nomad. This model would be launched in Australia in June 1969, but it would never be sold in the UK. Instead, the Austin Maxi would be offered.
  • Spring 1966 – Denmark: Morris Marina (ADO16) two-door saloon introduced.
  • December 1966 – United Kingdom: British Motor Holdings Limited (BMH) was formed following the British Motor Corporation takeover of both Jaguar Cars and the Pressed Steel Company.
  • December 1966 – Spain: Authi Morris 1100 four-door saloon production begins using Austin rather than Morris fascia, available in showrooms from January 1967.[38]
  • Early 1967 – Ireland: 264 MG 1100 two-door saloons sent in CKD form.[39] Assembled by Booth Poole & Co. Ltd. Islandbridge, Dublin.
  • March 1967 – United Kingdom: 1 Millionth ADO16 produced.
  • May 1967 – South Africa: Wolseley 1100 four-door saloon introduced with 50 bhp, single SU HS2, 1098 cc engine. Austin 1100 Countryman and Morris 1100 Traveller three-door estates introduced, identical to UK-spec cars.
  • June 1967 – United Kingdom: The 1275 cc engine became an optional extra on the MG, Riley, Vanden Plas and Wolseley versions, in single carburettor 58 bhp (43 kW) form. These models were specifically badged up using the 1275 cc badging. 402 MG 1275 four-door, 162 MG 1275 two-door[40] and 825 Vanden Plas Princess 1275[41] are reported to have been produced.
  • June 1967 – USA: MG Sports Sedan two- and four-door versions fitted with the 1275 cc 58 bhp engine as standard.[42] Austin 1100 two-door saloon launched. The Austin 1100 featured a single large speedometer fitted in the centre of dashboard, similar to that fitted in Deluxe versions of the Morris / Austin 1100 Mark II. Both cars would be replaced by the Austin America in 1968.
  • August 1967 – Australia: Launch of the Morris 1100S four-door saloon, with the 1275 cc engine.
  • Autumn 1967 – United Kingdom: The Vanden Plas Princess 1275 is replaced after only a few months by the Vanden Plas Princess 1300.[43]
  • October 1967 – United Kingdom: Launch of the 1100 Mark II models, with cropped rear fins (saloon models only), ventilated wheels, indicator side repeater lamps fitted to the front wings. A revised interior was also fitted. Austin and Morris versions had revised styling at the front end being fitted with a wider grille. Austin and Morris badges were relocated from the bonnet to the grille. Morris model now fitted with black crackle dashboard similar to the Austin. Rocker switches fitted instead of toggle switches on both models. Estate versions gain a simulated wood effect side trim. Still have Mark I styling at the rear. Introduction of the 1300 models, similar to the 1100 Mark II but with 1275 cc, 58 bhp (43 kW) engine and different front grilles. Morris, Austin and MG 1300 available in two- and four-door, while the Riley, Vanden Plas and Wolseley continued in four-door. MG, Riley, Vanden Plas, Wolseley models were available with automatic transmission. Jensen convertible shown at the London Motor Show. It was based around an Austin 1100 Countryman.

The range of models available in the United Kingdom more than doubled to twenty nine. Models available: Austin two-door: 1100 or 1300, Deluxe or Super Deluxe (4). Austin four-door: 1100 or 1300, Deluxe or Super Deluxe (4). Austin Countryman estate: 1100 or 1300 (Super Deluxe) (2). MG two-door: 1300 (1). MG four-door: 1100 or 1300 (2). Morris two-door: 1100 or 1300, Deluxe or Super Deluxe (4). Morris four-door: 1100 or 1300, Deluxe or Super Deluxe (4). Morris Traveller estate: 1100 or 1300 (Super Deluxe) (2). Riley Kestrel four-door: 1100 or 1300 (2). Wolseley four-door: 1100 or 1300 (2). Vanden Plas Princess four-door: 1100 or 1300 (2).

  • October 1967 – USA: Production of MG Sports sedan and Austin 1100 discontinued in the United Kingdom. Available in showrooms until early 1968.
  • November 1967 – United Kingdom: A batch of fifty 1100 vans had been produced, but the model never made it into production.
  • Late 1967 – Rhodesia: Production of the CKD Morris 1100 at the BMC assembly plant in Umtali is discontinued due to the imposition of mandatory United Nations economic sanctions against the country in 1965 when it declared independence unilaterally in order to maintain white minority rule.
  • January 1968 – United Kingdom: British Leyland (BL) takes over British Motor Holdings Limited. British Leyland starts to cull the range, first model to be discontinued is the Riley Kestrel 1100.[14]
  • January 1968 – Denmark: Morris Marina (ADO16) 1098 cc, 48 bhp (36 kW) engine, two-door saloon and Morris Marina GT (ADO16) with 1275 cc, 58 bhp (43 kW) engine, two-door and four-door saloon with Mk.II body introduced.
  • January 1968 – South Africa: Austin 11/55, Morris 11/55 and Wolseley 11/55 four-door saloons introduced with 54 bhp, single SU HS2, 1098 cc engine, replacing Austin and Morris 1100 Deluxe and Wolseley 1100. Austin 1100 Countryman estate, Morris 1100 Traveller estate, Austin and Morris 1100 Standard, retain 50 bhp 1098 cc engine.[8][44]
  • January 1968 – Spain: Authi MG 1100 four-door saloon launched. Twin carburettor 55 bhp engine, strip speedometer and Innocenti designed interior introduced.[45]
  • February 1968 – United Kingdom: Austin/Morris range each reduced from ten to eight models, Models discontinued: 1300 two-door Deluxe, 1300 four-door Deluxe.[46] Wolseley 1100 discontinued.[14]
  • March 1968 – United Kingdom: Austin/Morris range each reduced from eight to five models, Models discontinued: 1100 two-door Super Deluxe, 1100 four-door Deluxe, 1100 Estate.[35] Vanden Plas Princess 1100 and MG 1100 four-door models discontinued.[14]
  • March 1968 – Spain: Authi Morris 1100 Traveller three-door estate launched.
  • April 1968 – United Kingdom: MG 1300 two-door, Riley Kestrel 1300 four-door, Wolseley 1300 four-door with twin SU 65 bhp engine introduced replacing single 56 bhp engine.[14] MG 1300 four-door models discontinued.
  • May 1968 – USA: Austin America two-door sedan launched, with 1275 cc 58 bhp Automatic. Manual available only on request.[47]
  • June 1968 – United Kingdom: without any formal announcement, a more powerful twin carburettor version of BMC's 1,275 cc engine is fitted to manual gearbox versions of the MG, Riley, Wolseley and Vanden Plas models: automatic transmission versions retained the single carburettor engine.[48]
  • July 1968 – New Zealand: Morris 1100 and 1300 four-door saloon with Mk.II body introduced.[49]
  • July 1968 – South Africa: MG 1100S four-door saloon with 58 bhp, twin SU HS2, 1098 cc engine replaces MG 1100. Rev counter and oil cooler fitted as standard.[44][50]
  • September 1968 – Spain: Authi Morris 1300 four-door saloon with Mark II body introduced, replacing Authi Morris 1100.
  • September 1968 – South Africa: Mark II body introduced to Austin 11/55 and Wolseley 11/55. Austin 1100 Countryman estate, Morris 1100 Traveller estate, Morris 11/55, Austin and Morris 1100 Standard discontinued.
  • September 1968 – USA: Austin America (1969 model) updated with minor cosmetic changes.
  • October 1968 – United Kingdom: MG 1300 Mk.II[51][52] and Riley 1300 Mk.II introduced with twin-SU 70 bhp engine replacing the twin-SU 65 bhp engine. The Kestrel name is dropped from the Riley model and it is now named Riley 1300 Mk.II. Wolseley 1300 Mk.II and Vanden Plas Princess 1300 introduced with twin-SU 65 bhp engine.[14] The MG, Riley & Wolseley models are updated with a new interior which includes rocker switches fitted instead of toggle switches and a central armrest in the rear seat. The MG receives the same three dial dashboard as the Riley, while the Wolseley retains the strip speedometer.
  • October 1968 – Spain: Authi MG 1300 four-door saloon introduced with twin carburettor 65 bhp engine and Mark II body, replacing Authi MG 1100.[53]
  • January 1969 – South Africa: Mark II body introduced to MG1100S.
  • February 1969 – Spain: Authi Morris 1300 Traveller three-door estate introduced, replacing Authi Morris 1100 Traveller.
  • April 1969 – Spain: 4 gear synchromesh gearbox introduced to Authi range.
  • June 1969 – Australia: Morris 1100 production ended, being replaced by the Morris 1300 automatic four-door sedan, Morris 1500 four-door sedan with Mark II body and Morris Nomad five-door hatchback.[54] Approximately 90,000 had been built, all at the BMC Zetland, New South Wales factory.[55] 1300 & 1500 Sedans were coded YDO15 and the Nomad models were designated YDO9.[56]
  • July 1969 – United Kingdom: Riley 1300 Mk.II discontinued, along with the Riley name.[14]
  • July 1969 – Spain: BL buys 51% stake in NMQ - 76% share in Authi.
  • September 1969 – South Africa: Automatic Austin 11/55 & Wolseley 11/55 introduced.[57]
  • September 1969 – USA: Austin America (1970 model) updated with rubber faced over-riders, alternator and other improvements.
  • September 1969 – Chile: Production by British Leyland Automotores de Chile, S.A. begins of fibre-glass body MG 1300 two-door saloon at Arica, Chile. Available in showrooms late 1970.
  • October 1969 – United Kingdom: Austin 1300GT and Morris 1300GT four-door saloons introduced at the London Motor Show. Featuring the same 1275cc twin carburettor 70 bhp engine as installed in the MG 1300 Mk.II. Body as per Austin/Morris saloons but with a black full width grille with twin chrome trim, a black vinyl roof, a thick black metal trim along the swage line and sporty hubcaps. Interior featured black vinyl covered three dial fascia, alloy steering wheel, sportier seats and centre armrest in rear.[14]
  • October 1969 – Yugoslavia: CKD Austin 1300 Super Deluxe four-door saloon assembly starts at IMV (Industrija Motornih Vozil), Novo Mesto, now Slovenia.
  • December 1969 – South Africa: MG 1100S discontinued.
  • July 1970 – Italy: The Innocenti i5 four-door saloon launched, 1098 cc with twin S.U. HS2 Carburettors, replacing Innocenti Morris IM3S, Innocenti Austin i4 & i4S.[58]
  • October 1970 – USA: Austin America (1971 model) updated with new GT-style grille and other improvements.
  • October 1970 – New Zealand: New Zealand Motor Corporation (NZMC) formed from a merger of five companies: Dominion Motors Ltd, Magnus Motors Ltd, Seabrook Fowlds Ltd, David Crozier Ltd and P.H. Vickery Ltd.[59]
  • January 1971 – Spain: Austin 1300 Mk.II four-door saloon introduced, replacing Authi Morris 1300. Austin 1300 Countryman three-door estate introduced, replacing Authi Morris 1300 Traveller estate. Authi and Morris names now dropped.
  • April 1971 – Yugoslavia: IMV 1300 Special introduced, based on the Austin 1300 Super Deluxe with twin SU's, metallic paint and cloth upholstery.
  • July 1971 – United Kingdom: two-millionth ADO16 produced.[60]
  • August 1971 – United Kingdom: Morris 1100 and 1300GT discontinued in the UK, following the launch of the Morris Marina in April 1971. Morris 1300 and Traveller continued.[14][61]
  • September 1971 – United Kingdom: Mark III models are introduced.[62] Morris 1300[61] and MG 1300 MkII discontinued in the UK.[14] Models available: Austin 1100 two-door Deluxe, 1100 four-door Super Deluxe, 1300 two-door Super Deluxe, 1300 four-door Super Deluxe, 1300GT and 1300 Countryman estate. Morris 1300 Traveller estate, Wolseley 1300 Mk.II and Vanden Plas Princess 1300. Morris 1100 and 1300 branded saloons identical to Austin models and MG 1300 available for export.
  • September 1971 – Spain: MG-S 1300 four-door saloon introduced. Updated with the 3 dial fascia as per UK MG 1300 Mk.II, Innocenti designed interior and 65 bhp engine, replacing Authi MG 1300.
  • September 1971 – USA: Austin America discontinued, replaced by Austin badged Morris Marina.
  • November 1971 – South Africa: Apache four-door saloon styled by Michelotti introduced with 62 bhp, single SU HS4, 1275 cc engine, replacing Austin 11/55 and Wolseley 11/55.
  • December 1971 – Australia: Production of the Morris 1300 automatic four-door sedan, Morris 1500 four-door sedan and Morris Nomad five-door hatchback discontinued. Available in showrooms during 1972. Approximately 29,000 had been built.[63] Replaced by Morris Marina. Approximately a total 119,000 ADO16 variants were built in Australia.
  • March 1972 – Denmark: Morris Marina (ADO16) two-door saloon and Morris Marina GT (ADO16) two-door and four-door saloon discontinued, replaced by Morris Marina (ADO28).
  • April 1972 – Spain: Austin 1100 four-door saloon with Mark III body launched.
  • May 1972 – Italy: British Leyland takes over Innocenti and axes the Innocenti i5 soon after. A total 65,808 ADO16 variants were built by Innocenti in Italy.
  • September 1972 – New Zealand: Mark III Austin & Morris four-door saloons introduced. Available Super Deluxe 1100, 1300 and 1300 Automatic. Assembled at NZMC, Newmarket, Auckland.[60]
  • October 1972 – Spain: Austin Victoria four-door saloon, styling based on the Austin Apache, introduced with two levels of trim, Standard or De Luxe, replacing Austin 1300. Austin 1300 Countryman estate & MG-S 1300 discontinued.
  • December 1972 – Yugoslavia: Austin 1300 Super Deluxe four-door saloon production ends at IMV (Industrija Motornih Vozil) as the company switches to Renault vehicles. Available in showrooms until mid-1973. 13,550 CKD Austin 1300 Super Deluxe four-door saloon kits and 485 IMV 1300 special kits were assembled in Novo Mesto, Yugoslavia.
  • January 1973 – United Kingdom: Introduction of the rod change gearbox and pot joint inner CV joints.
  • April 1973 – United Kingdom: Launch of the Austin Allegro, replacement for the ADO16 models, in the United Kingdom. However, the ADO16 models remain in production alongside the Allegro for the time being.[64] Morris 1300 Traveller estate discontinued, MG 1300 discontinued for export.[65]
  • May 1973 – Spain: BL buys 98% share in Authi.
  • July 1973 – South Africa: Austin Apache TC four-door saloon introduced with 70 bhp, twin SU HS2, 1275 cc engine. Austin Apache updated with new fascia from MkIII. Rod gearbox.
  • August 1973 – United Kingdom: Wolseley 1300 Mk.II discontinued.[14]
  • September 1973 – Chile: The Military government comes to power after the coup which overthrew President Allende. In 1974, following the Free Trade plan that deregulated imports, British Leyland closes the Arica plant, but remains an importer until 1984. With the factory closed, the MG 1300 is discontinued. Available in showrooms until late 1974. A total of 3,647 MG 1300's were built in Arica, Chile. Replaced by imported Austin Allegro.
  • February 1974 – United Kingdom: Austin 1300 Countryman estate discontinued.
  • February 1974 – Spain: Austin De Luxe four-door saloon introduced with 54 bhp 998 cc engine, replacing Austin 1100.
  • June 1974 – United Kingdom: Production of the remaining ADO16 models in the United Kingdom is discontinued.[64]
  • October 1974 – Spain: A destructive fire at the factory results in BL deciding to close it. Negotiations with GM to buy the factory had fallen through earlier in the year.
  • May 1975 – Spain: Production ends for Austin Victoria and Austin De Luxe. A total 95,355 ADO16 variants were built by Authi in Spain.
  • November 1975 – New Zealand: Austin & Morris Mk.III models discontinued, replaced by Austin Allegro.[66] A total 42,357 CKD kits were assembled in New Zealand at Newmarket, Auckland (Dominion Motors, NZMC) and Petone, Wellington (Associated Motor Industries a company owned by the Austin Distributors' Federation).[59]
  • May 1976 – South Africa: Austin Apache 35 Automatic limited edition four-door saloon introduced. Limited to 300 units.[67]
  • April 1977 – South Africa: Austin Apache Automatic discontinued.
  • 1977 – South Africa: Production of the Austin Apache and Austin Apache TC discontinued. Available in showrooms until 1978. A total 55,409 ADO16 variants were built in South Africa, signalling the end of all AD016 derived products after 15 years.
[edit]
  • Austin 1100 Mk.I Countryman (three-door estate ) 1967. A red 1100 Countryman was immortalised in the Fawlty Towers episode "Gourmet Night"
    Austin 1100 Mk.I Countryman (three-door estate ) 1967. A red 1100 Countryman was immortalised in the Fawlty Towers episode "Gourmet Night"
  • 1970 Austin 1300 Countryman three-door estate
    1970 Austin 1300 Countryman three-door estate
  • Rear view of a Maltese-assembled Austin 1100 Mk.III four-door saloon
    Rear view of a Maltese-assembled Austin 1100 Mk.III four-door saloon
  • Morris 1300 Mk.II Traveller (three-door estate ) 1969
    Morris 1300 Mk.II Traveller (three-door estate ) 1969

Legacy

[edit]

As of February 2016 according to DVLA data there were 640 examples that were taxed and on UK roads.[68]

During the Worboys Committee in the 1960s when the British road signage system was being redesigned, the silhouette of the ADO16 (since it was the UK's best selling car of the time) was used in many of the new road sign designs which are all still in use.

ADO16 overseas

[edit]
The Austin Victoria was a Pamplona assembled ADO16, introduced in 1972 with a restyled front end and a lengthened rear luggage compartment.

The car was sold with various names in different markets.

In Spain it was sold as Morris, Austin and MG, starting production in the Pamplona Authi (Automóviles de Turismo Hispano Ingleses) factory in 1966,[69][70][71][72] and evolving by 1972 into the Austin Victoria.

In Denmark the ADO16 bore the Morris Marina name from 1962 to 1972 - the same name as the British-built and better-known range of saloons produced in the British Leyland range from 1971 to 1980. The MG models were sold as the MG Sports Sedan there, as it was in North America from 1962, and was available with a two-door bodyshell that was unavailable in the UK until 1968. The Vanden Plas Princess was briefly the MG Princess 1100 in North America, while that market also saw an unusual two-door Austin 1100 (with a hybrid of Mark I and Mark II components). The ADO16 was not a strong seller in the Northern American markets - particularly in the USA where it was by far one of the smallest cars on sale. In the Netherlands the Austin version was sold as the Austin Glider.

The Austin America was sold in the US, Canada and Switzerland between 1968 and 1972. This two-door version of the car featured a 60 bhp (45 kW) 1275 cc engine. Various modifications were made to suit the US market including an "anti-pollution air injection system", a split circuit braking system, rocker switches in place of some of the dashboard mounted knobs, a "hazard warning system" and flush door locks.[73]

The ADO16 also formed the basis of the Australian Morris 1500 sedan (coded YDO15 [56]), Morris 1300 sedan (YDO15 [56]) and Morris Nomad five-door (YDO9 [56]), the Italian Innocenti Morris IM3 and Austin I4 and I5, the more powerful South African [74] Austin, Morris and Wolseley 11/55 [8] and Austin Apache and the Spanish Austin Victoria and the Austin de Luxe of 1974 to 1977, which had a 998 cc engine.

The Austin Apache was produced until 1977, the last of the ADO16 line, ending a production run of 15 years.

BMC 1100 Aerodinamica

[edit]

In 1967 Pininfarina unveiled at the Turin Motor Show a concept car based on the BMC ADO17 (BMC 1800 aka the Landcrab) called the BMC 1800 Aerodinamica. The sleek design predated the Citroen CX by some seven years.[75] The car was evaluated by BMC, and Pininfarina developed a further smaller model based on the BMC ADO16 model, but the design was not taken up by the then merged British Leyland.[76] This was after BMC had investigated a Mini shaped version.[77] The 1800 version was however used by chief engineer Harry Webster and was known within the Austin Morris division as the Yellow Peril.[citation needed]

References

[edit]
[edit]
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BMC ADO16

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The BMC ADO16 was a range of small family cars developed by the (BMC) under project code Austin Design Office 16, launched on 15 August 1962 as the Morris 1100 and produced until 1974, featuring , a transversely mounted A-Series , and innovative interconnected fluid suspension that made it the first BMC model to incorporate this technology. Conceived by designer as an expansion of the platform to target the family car market, the ADO16 adopted styling for its sleek, aerodynamic body and emphasized spacious interiors with efficient packaging, achieving a of 7 feet 9.5 inches despite its compact 12-foot overall length. Initial power came from a 1098 cc inline-four engine producing 55 bhp, paired with a four-speed manual gearbox, while later models from 1967 introduced a 1275 cc version with up to 70 bhp in performance variants like the MG 1300. The lineup employed BMC's "badge engineering" strategy, offering the same platform under multiple marques to appeal to diverse buyers: Morris 1100 and Austin 1100 for mainstream sales, MG 1100 for sportier appeal, Wolseley 1100 and Riley Kestrel for upmarket tastes, and the luxury Vanden Plas Princess 1300; estate variants included the Morris 1100 Traveller and Austin 1100 Countryman from 1966. Updates across three marks refined the design, with the 1967 Mark II adding a five-link rear suspension for improved handling, twin-circuit , and a facelifted interior, followed by the 1971 Mark III that featured recessed door handles, revised bumpers, and emissions-compliant engines amid growing regulatory pressures. Commercially, the ADO16 achieved extraordinary success, becoming Britain's best-selling car for eight of the ten years from to , including a peak of 14.3% in 1965, and reaching one million units sold by February 1964—making it the fastest-selling British car up to that point—with total global production exceeding 2.25 million units before being phased out in favor of the . Its blend of practicality, ride comfort, and affordability not only dominated the market but also influenced subsequent front-wheel-drive designs worldwide, cementing its legacy as a pivotal automotive icon despite later criticisms of rust-prone bodies and parts availability under ownership.

Development and Design

Origins and Project History

Following the 1952 merger of the and to form the British Motor Corporation (BMC), the new entity faced significant financial pressures in the late , including insufficient funds for model renewal and increasing competition from European and American manufacturers, which necessitated cost-effective designs to streamline production and maximize . These challenges prompted BMC to centralize development under the Amalgamated Drawing Office (ADO) system, where projects were assigned numerical codes to coordinate efforts across the combined Austin and Morris teams. Alec Issigonis, appointed BMC's Technical Director in 1961 following the success of the Mini (ADO15), played a pivotal role in addressing these issues by applying the Mini's revolutionary space-efficient packaging to a larger family car. His vision was to create a successor to aging models like the and , offering greater interior room within compact exterior dimensions while retaining and placement for affordability and innovation. Issigonis's approach emphasized simplicity and shared components from the Mini's running gear to reduce development costs amid BMC's fiscal constraints. The ADO16 project officially began in late 1958, with the first full-size prototype completed by October of that year, though conceptual work aligned with Issigonis's post-Mini initiatives in 1959. Designated ADO16 under the ADO numbering system, it targeted a transverse-engined saloon on a 93.5-inch (2,375 mm) —slightly longer than the Mini's—to accommodate four adults comfortably while maintaining overall compactness around 12 feet in length. Early development focused on integrating these elements for superior passenger space relative to footprint, a hallmark of Issigonis's . Prototypes, including the XC9002 series, underwent extensive testing from to , refining the front-wheel-drive layout, compact dimensions, and overall engineering for reliability and manufacturability under BMC's budget limitations. Issigonis initially envisioned a stretched aesthetic but collaborated with starting in January 1959 to evolve the styling into a more conventional saloon form. The project culminated in the launch of the Morris on 15 August 1962, with the Austin following in September 1963, marking BMC's bold step toward a new era of efficient family transport.

Naming and Styling

The BMC ADO16 was marketed under multiple badge-engineered variants to appeal to different customer segments within the British Motor Corporation's portfolio, without a unified consumer-facing "ADO16" designation during production. These included the entry-level Austin 1100 and 1300, the similar Morris 1100 and 1300, the sportier MG 1100 and 1300, the upscale 1100 and 1300, the luxury-sport Riley Kestrel, and the premium . The exterior styling of the ADO16 featured clean, functional lines that prioritized practicality and space efficiency, drawing on the influence of designer for overall proportions while the body shape was refined by Italian stylist . This collaboration resulted in a compact, boxy with a high roofline and minimal ornamentation, emphasizing the car's innovative packaging over ornate aesthetics. In March 1966, estate variants extended the saloon's design principles, introducing the Austin Countryman and Morris Traveller as practical three-door models with increased cargo capacity while retaining the core mechanical layout. To distinguish the marques visually, BMC employed variations in grilles, badging, and trim levels; for instance, the MG variants featured a sportier octagonal grille and performance-oriented emblems to highlight their tuned engines and firmer suspension.

Engineering Features

The BMC ADO16 incorporated a mounting paired with , a layout that optimized space utilization by positioning the powertrain ahead of the passenger compartment without a central transmission tunnel, thereby enabling a flat floor and maximizing interior volume within a subcompact footprint. This configuration, derived from the innovative principles applied in the , allowed for efficient packaging that provided generous legroom and headroom for occupants, setting a benchmark for small cars in the 1960s. The vehicle's body utilized unitary construction, a structure that integrated the and body shell into a single unit, enhancing overall rigidity while reducing weight and manufacturing complexity compared to traditional separate-frame designs. Complementing this was a 93.5-inch , which supported a four-door saloon configuration capable of comfortably seating four adults, including adequate rear legroom that exceeded expectations for vehicles of similar exterior dimensions. Engineering priorities focused on simplicity to achieve low production costs, with the design leveraging existing BMC components such as the A-Series engine and related drivetrain elements to streamline development and assembly processes. This approach minimized new tooling requirements and facilitated across BMC's model lineup. The ADO16 featured rack-and-pinion steering, delivering light, precise control that contributed to its agile handling characteristics.

Model Generations

Mark I (1962–1966)

The Mark I BMC ADO16 was introduced on 15 August 1962 as the Morris 1100, marking the debut of this innovative with its transverse-engine front-wheel-drive layout and body. Initially available only as a four-door saloon in the UK, it offered trim levels including the standard Morris 1100 and, from October 1962, the more performance-oriented MG 1100 variant. The Austin 1100 joined the lineup in September 1963, expanding the badge-engineered options while maintaining the core design. Powered by a 1098 cc A-Series inline-four engine, the standard models produced 48 at 5100 rpm, while the MG version delivered 55 at 5500 rpm through twin carburettors. Performance figures reflected this setup, with the MG achieving a top speed of 85 mph and 0-60 mph acceleration in 16.5 seconds, though the base Morris was slower at around 78 mph and 19 seconds. The car came equipped with a four-speed manual gearbox featuring synchromesh on the top three ratios, providing reasonable shifting for the era. interconnected fluid suspension was standard, contributing to its renowned ride comfort. Upon launch, the ADO16 quickly gained popularity for its spacious interior, agile handling, and advanced engineering, becoming the best-selling car in the UK from 1963 through 1966 with over 70,000 units produced by mid-1963 alone. Reviewers praised its roomy cabin and smooth ride, which offered a premium feel in a compact package, but noted the engine's modest output left it underpowered for overtaking on highways. Minor updates during production included the addition of estate variants—the Morris Traveller and Austin Countryman—in March 1966, broadening body style options without altering the core saloon design.

Mark II (1967–1971)

The Mark II generation of the BMC ADO16, introduced in October 1967, represented a mid-cycle refresh aimed at maintaining the model's market appeal through subtle aesthetic and functional updates. Externally, the facelift featured a bolder front grille design, which varied by model—such as a three-bar style for variants and a single-bar for 1100s—along with new wheel trims, ventilated wheels, and revised rear lights to comply with emerging international safety regulations. These changes, combined with minor trim enhancements like cropped rear fins on saloons, gave the a fresher, more contemporary look without altering its fundamental proportions. The two-door estate variants, launched in March 1966 as the Austin Countryman and Morris Traveller, carried over unchanged, retaining their original rear styling and offering practical cargo space in de luxe or super de luxe specifications. Inside, the Mark II introduced improved seating with optional reclining front seats, enhanced door trims, wind-up windows, better carpets, and a redesigned for greater comfort and usability. Mechanically, the standard continued with the 1098 cc or 1275 cc A-Series engines in single-carburettor form, producing around 58 in the latter for upmarket models like the Austin and Morris 1300s. The MG variant stood out with a twin-carburettor 1275 cc engine delivering 70 , providing noticeably sprightlier performance while paired with a four-speed all-synchro manual gearbox. In late 1967, an optional four-speed —developed in collaboration with Automotive Products—became available on premium models such as the MG, Riley, , and , marking a significant expansion of choices for buyers seeking ease of use. Sales of the Mark II ADO16 sustained its dominance in the UK market, reclaiming the top spot from 1968 to 1971 with annual figures often exceeding 150,000 units, underscoring its enduring popularity as a spacious and efficient . However, the launch of the Ford Escort in late 1968 introduced stiffer rear-wheel-drive competition, which began eroding the ADO16's lead in the small car segment by offering simpler maintenance and broader appeal to younger buyers. Despite this, the model's transverse front-wheel-drive layout and innovative packaging continued to set it apart. Contemporary reviews praised the Mark II's ride quality and handling but highlighted ongoing reliability concerns, including early-onset in body panels and sills due to inadequate protection, as well as electrical from corroded wiring and earth connections. These issues, while not unique to the refresh, prompted BMC to issue service bulletins and contributed to a mixed among owners in period motoring publications.

Mark III (1971–1974)

The Mark III generation of the BMC ADO16, introduced in September 1971, featured a significant restyle to the front end, including a squared-off bonnet line, a blacked-out grille with chrome accents (a single strip for models and three for 1300 variants), and a revised layout incorporating two round instrument dials for most models, while the two-door retained a central instrument pod. Larger seats were added for improved comfort, and the boot mechanism was updated with a chrome strip and push-button release, eliminating individual handles. options became available on higher-trim models like the GT variants, enhancing their upscale appeal. The 1300 cc engine became the standard powerplant for most saloons, utilizing the 1275 cc A-Series unit producing between 56 in base form and up to 70 in twin-carburettor GT configurations, paired with a four-speed manual or optional three-speed . The 1098 cc version continued for entry-level 1100 models at 48 . While improved materials reduced interior noise levels, the heavier build—reaching 880 kg—slightly compromised acceleration and compared to earlier marks, though performance remained lively for urban driving. Trials with the larger E-Series , including 1485 cc variants, were conducted on development mules but ultimately not adopted for production due to packaging challenges and the impending model replacement. New body derivatives expanded the lineup, including a five-door estate (Countryman) and van options, both retaining the revised front styling while keeping the original rear design for practicality. Emphasis shifted toward luxury trims, such as the Vanden Plas Princess 1300, which offered enhanced upholstery, wood trim, and refined features to appeal to premium buyers. However, sales began declining from the early 1970s amid intensifying competition from models like the Ford Escort and Hillman Avenger, exacerbated by the 1973 oil crisis that favored more fuel-efficient rivals; the Volkswagen Golf's 1974 debut further eroded the ADO16's market position. Production concluded on 19 June 1974, with the final Vanden Plas Princess 1300 completing the line, culminating in a total of over 2.25 million ADO16 units built worldwide over 12 years.

Technical Specifications

Powertrain

The of the BMC ADO16 centered on the compact A-Series inline-four , renowned for its simplicity and efficiency in a front-wheel-drive layout. The base was a 1098 cc unit with an overhead-valve design, featuring a cast-iron block and head, a bore of 64 mm, and a of 83.72 mm. It produced 48 at 5100 rpm and 60 lb-ft of at 2500 rpm in standard single-carburetor form, as fitted to models like the Austin and Morris 1100. The 1275 cc variant, introduced in 1967 for 1300 models, had a bore of 70.6 mm and of 81.28 mm. In standard single-carburetor form, it delivered 58 at 4450 rpm and 75 lb-ft of at 2000 rpm, while twin-carburetor versions produced 70 at 6000 rpm with similar peaks around 3000 rpm, also with cast-iron construction and overhead valves. These s emphasized low-end for responsive urban driving, with the 1275 cc providing a noticeable in mid-range pull over the smaller displacement. Transmission options prioritized ease of use and , with a four-speed manual gearbox standard across the range, featuring synchromesh on all forward gears and ratios tuned for economical cruising—typically 3.94:1 in first, 2.24:1 in second, 1.41:1 in third, and 1.00:1 in fourth, paired with a 4.13:1 final drive. This setup enabled impressive , with combined figures reaching up to 38-40 (imperial) under optimal conditions. From , a three-speed Borg-Warner automatic became available as an option, offering smoother shifts for less experienced drivers but at the cost of slightly reduced and compared to the manual. The driveline adopted an innovative transverse engine-gearbox mounting, with the gearbox integrated into the engine sump for compactness and shared lubrication, a design derived from the but scaled for family use. Power was transmitted to the front wheels via equal-length driveshafts equipped with constant-velocity joints, which effectively minimized during acceleration—a common issue in front-wheel-drive cars of the era. This configuration contributed to the ADO16's balanced handling without compromising the packaging efficiency that allowed for a spacious interior. Fuel delivery relied on a single SU HS2 for most variants, providing reliable metering for the A-Series engines' modest power needs and supporting the focus on economy over outright performance. MG models, such as the and , upgraded to twin SU for enhanced response, boosting output to 55 bhp for the 1098 cc and 70 bhp for the 1275 cc while preserving drivability. Emissions controls remained basic throughout production, with no significant updates like catalytic converters introduced before 1974, aligning with prevailing standards of the time.

Chassis and Suspension

The BMC ADO16 employed a unitary with welded pressed- construction, which contributed to its lightweight design and a kerb weight of lb for base models. This rigid structure featured a of 93.5 inches and a front track width of approximately 51 inches, enhancing stability while maintaining compact proportions. A defining feature was the suspension system, developed by Alex Moulton and introduced on the ADO16 in 1962 as the first production car to incorporate it. This innovative setup used hydraulic displacer units filled with fluid at each wheel, interconnected between front and rear axles to transfer load and provide self-leveling capabilities, resulting in a smoother ride and better handling over uneven surfaces than rivals with traditional coil springs and dampers. was applied at all wheels, with the system's reducing body roll and pitch for improved passenger comfort. Braking comprised hydraulic Girling disc brakes at the front (standard from launch) and drum brakes at the rear. Steering utilized a rack-and-pinion mechanism, delivering light and precise response suitable for urban and highway use. Handling characteristics included a neutral balance overall, though the car exhibited a tendency toward predictable understeer when pushed hard, supported by the Hydrolastic system's effective roll control. No significant structural modifications were made to the chassis across the Mark I, II, and III generations, but the Hydrolastic system received refinements in later marks, such as adjusted damping for reduced harshness and enhanced ride compliance.

Body Styles and Dimensions

The BMC ADO16 was primarily offered as a four-door saloon, which served as the core body style across its various badge-engineered variants from launch in 1962. A two-door saloon variant was introduced in 1967, initially under MG and Riley badges, providing a sportier profile while maintaining the same compact footprint. Estate models, known as the 1100/1300 Countryman (Austin) or Traveller (Morris), arrived in 1966 as three-door configurations with a rear-facing third row of seats that could fold flat, enhancing versatility for family use. Overall dimensions of the ADO16 saloon emphasized its compact yet efficient design, measuring 146.75 inches in length, 60.4 inches in width, and 52.75 inches in height, with a of 93.5 inches. Estate variants shared nearly identical exterior measurements but offered expanded utility through their rear load area. Luggage capacity in the saloon was approximately 10 cubic feet in the trunk, while provided up to 28 cubic feet of load space with the rear seats folded, allowing for flexible accommodation. The interior of the ADO16 was designed for practicality and comfort, accommodating four adults with ample legroom and headroom despite the car's small size, thanks to its layout that maximized passenger volume. Front seats were reclining in higher trims, and the rear bench folded forward to extend space; the dashboard featured a wraparound with simple instrumentation for improved visibility. Upholstery typically consisted of durable vinyl in base models, with optional or fabric trims in premium variants like the , complemented by basic carpeting and door panels. Safety provisions in the ADO16 were rudimentary by modern standards but progressive for the era, including a padded to mitigate impact injuries and energy-absorbing in later models. Seatbelts were not standard until the early in response to evolving regulations, though they became optional earlier in export markets like the ; the suspension contributed to stability but offered no dedicated crash structures.

Production and Sales

Manufacturing and Timeline

The BMC ADO16 was primarily manufactured at two key facilities under the (BMC): the in Birmingham for Austin-badged models and the Cowley plant in for Morris and MG variants. These sites were expanded in the early 1960s to accommodate the model's high-volume production, with Longbridge's CAB2 body plant added in 1962 to support an initial capacity of 2,500 vehicles per week. Production of the ADO16 began in March 1962 at Cowley with the initial Morris 1100 prototypes, followed by the official launch in August 1962. The Austin 1100 joined in 1963, the 1300 engine variant was introduced in 1967 alongside the Mark II facelift, estate models (Countryman and Traveller) debuted in 1966, and the Mark III update arrived in 1971. UK assembly concluded in June 1974 with the final 1300 rolling off the line at , marking the end of 12 years of domestic production that totaled approximately 2.1 million units across all variants. At its peak in the mid-1960s, ADO16 output exceeded 200,000 units annually, reaching rates of up to 7,000 vehicles per week by 1966 as demand surged and both plants operated at full capacity. The model's supply chain benefited from significant synergies with the , sharing key components such as the A-Series engine, front-wheel-drive layout, and hydraulic suspension systems, which streamlined manufacturing and reduced costs through . However, production was intermittently disrupted by labor disputes, particularly in the 1970s under (BL), BMC's successor formed in 1968. Strikes at and Cowley, including major unofficial actions in August 1970, halted assembly lines and contributed to output shortfalls during a period of broader industrial unrest at BL. Following BMC's integration into BL, ADO16 manufacturing continued seamlessly at the existing UK plants until 1974, after which it was phased out in favor of the and as BL rationalized its lineup. These transitions aligned with the Mark III's introduction in 1971, but escalating disputes and economic pressures ultimately curtailed the model's run.

Market Performance

The BMC ADO16 achieved remarkable commercial success in the , becoming the best-selling car from 1963 to 1966 and again from 1968 to 1971, with annual sales often exceeding 200,000 units during its peak years. This dominance helped it capture up to 15% of the market share at its height in the mid-1960s, appealing particularly to first-time buyers through its affordable base pricing of around £695 for the Morris 1100 model. The car's spacious interior, innovative front-wheel-drive layout, and economical A-Series engine made it a practical choice for budget-conscious families in the post-Suez Crisis era, where was a key concern. In terms of competition, the ADO16 outsold rivals like the while establishing itself as a benchmark in the small segment, though it faced growing challenges from the and by the late 1960s. Automotive publications praised its fuel economy, with road tests reporting figures of 32 to 43.5 miles per imperial , highlighting its efficiency over competitors like the Anglia. The model received positive reception upon launch, earning the Wheels magazine award in 1964 for its engineering innovation and value. Exports further bolstered its performance, with around 40% of early production shipped overseas to markets including , , , , and , contributing to total global sales exceeding 2.1 million units by 1974. However, the ADO16's market position eroded in the early 1970s due to criticisms of build quality, including persistent rust problems and reliability issues with components like the Hydrolastic suspension, alongside complaints about underpowered engines in base models (initially 48 horsepower). These factors, combined with intensifying competition and a lack of significant updates, led to a steady sales decline after 1969, resulting in British Leyland's overall market share halving through the decade as consumer preferences shifted. Efforts to enter the US market as the Austin America from 1968 yielded only about 60,000 sales over five years, hampered by maintenance complexities and dealer service shortcomings rather than emissions compliance alone, leading to its discontinuation in 1971.

Global and Special Variants

Overseas Adaptations

The BMC ADO16 was produced under license in several countries outside the , with adaptations to meet local market preferences, regulations, and manufacturing capabilities. These overseas facilities often assembled vehicles from completely knocked-down (CKD) kits supplied by BMC or , incorporating minor styling or trim changes while retaining the core front-wheel-drive platform and A-Series engine. In , production began in 1964 at the Victoria Park facility in , with assembly later at the Pressed Metal Corporation (PMC) facility in Enfield from 1966, focusing on CKD assembly of Austin and Morris 1100 and 1300 models. These variants featured local trim options, such as bench seats to accommodate family preferences, and continued until 1973, when they were phased out in favor of newer models like the . Australian production emphasized right-hand-drive configurations suited to domestic roads, contributing to the model's strong export presence in the region. In , CKD kits were assembled from 1963 at the Todd Motors plant in , producing Austin 1100/1300, Morris 1100/1300, and 1100/1300 models with minor local adaptations for right-hand drive and trim. Production continued until 1975, totaling approximately 29,000 units, making it one of the longest-running ADO16 assembly operations outside the . saw significant localized production through Authi (Automoviles de Turismo Hispano-Ingleses), a subsidiary established in in 1966. Authi manufactured a range of ADO16 models, including the Morris 1100, MG 1100, and later the Austin 1300 and MG 1300, with a focus on the 1275 cc engine for improved performance in local conditions. Unique adaptations included the four-door MG 1300 S with Italian-sourced interiors and the 1972 Austin Victoria, a restyled saloon with a boot extension and revised front grille inspired by contemporary European designs. Production ran until 1974, totaling 95,355 units, making Authi 's third-largest carmaker by 1972 before financial challenges led to its closure. In , produced the ADO16 under license from 1963 at its plant, introducing the Innocenti Morris IM3 as a four-door saloon with Pininfarina-restyled front end featuring vertical headlights and a wider grille for a more elegant appearance. Subsequent updates included the IM3S and Austin I4/I5 models through 1974, blending British engineering with Italian aesthetics while using the standard 1098 cc or 1275 cc engines. These vehicles were tailored for the Italian market's emphasis on style, with production emphasizing local content to reduce import duties, though exact figures remain limited; the IM3 series represented a key part of Innocenti's collaboration with BMC. South African assembly occurred at Leyland South Africa's Blackheath plant near , starting with CKD kits for standard Austin and Morris models before evolving into the unique Austin Apache from late 1971 to 1978. Designed by Pininfarina's chief stylist Aldo Brovarone, the Apache featured a Michelotti-influenced roofline, extended , and reinforced chassis for rough local roads, powered by a 1275 cc engine producing 62 bhp. Approximately 20,000 units were built, with sales peaking in the mid-1970s before declining due to competition; it was the last ADO16 variant in production worldwide. Belgium hosted CKD assembly of Austin and Morris ADO16 models at the Renault plant in Seneffe near Waterloo from the mid-1960s, facilitating exports to by avoiding tariffs and enabling right-hand-drive conversions for nearby markets. These units mirrored specifications with minimal changes, supporting sales in countries until the early 1970s. Overall, non- production of the ADO16 across these and other minor sites represented a significant portion of the model's global success and demonstrated BMC's strategy of international partnerships to expand beyond the domestic market.

Prototypes and Special Editions

In 1968, Pininfarina unveiled the BLMC 1100 Aerodinamica concept at the Turin Motor Show, a streamlined five-door hatchback prototype based on the ADO16 platform and designed by Paolo Martin. This uncommissioned show car featured smooth slab sides, flush fenders, hidden door handles, and a tapered two-volume body with a large rear cargo hatch, achieving a drag coefficient of 0.35—significantly lower than the production model's 0.45—while maintaining compact dimensions on a 96-inch wheelbase similar to the later Citroën GS. Although evaluated by British Leyland Motor Corporation (BLMC), the prototype was not pursued for production due to high development costs and a lack of corporate commitment to such innovative aerodynamics, despite its influence on subsequent two-box hatchback designs of the 1970s. During the mid-1960s, BMC experimented with integrating the new E-Series engine into ADO16 mules as part of broader development efforts. Road testing began in September 1966 with an initial 1300cc version ( ADO32), featuring siamesed cylinder bores for compactness, mounted transversely in the ADO16 alongside ADO17 test vehicles. By October 1967, the displacement was increased to 1.5 liters to better suit the platform's and performance needs, but the configuration proved unsuitable for production due to packaging challenges and the established A-Series engine's adequacy. This trial informed later adaptations, such as the Australian Morris 1500, which adopted a 1.5-liter E-Series for improved and a five-speed gearbox, though it retained an unpopular three-box body style. Other experimental variants included early proposals for integration, with prototypes tested using the AP four-speed unit as early as 1965 to expand market appeal beyond manual models. These efforts culminated in production automatics for Austin and Morris 1100/1300 models from October 1965, but dedicated automatic-only concepts were abandoned amid reliability concerns and low demand projections. Similarly, luxury prototypes like those for the Riley Kestrel explored enhanced wood trim interiors, including dashboards and upholstery, to differentiate badge-engineered variants; these features carried over to production from 1965 but highlighted BMC's internal debates on upscale positioning. Several unbuilt concepts further demonstrated ADO16's versatility. In the early 1960s, developed a on the BMC , featuring a folding roof and modified body for open-top use, but it was shelved due to structural concerns and cost overruns before any series potential. Late in the decade, BMC-Australia proposed a three-box saloon (codenamed Morris 1500) with a traditional and six-light greenhouse for extended family use, styled by Romand Rodbergh with input from around 1968; this was ultimately rejected in favor of the platform amid shifting priorities and the 1974 closure of Leyland-Australia. Special editions emphasized performance and luxury within the ADO16 lineup. The Vanden Plas 1100/1300 variants, introduced in 1965 and updated through 1974, offered premium upgrades including burled walnut dashboards, seats, and Wilton carpets, positioning them as the range's pinnacle with approximately 43,700 units produced despite higher pricing. In 1974, BLMC created the SRV5 Safety Research Vehicle, a modified ADO16 with a spring-loaded external cage to protect pedestrians in collisions, as part of a five-car experimental fleet; this one-off prototype advanced crash safety concepts but saw no commercial application.

Legacy and Impact

Historical Significance

The BMC ADO16, launched in 1962, represented a pivotal achievement for the (BMC), serving as a commercial bridge between the revolutionary and the later while solidifying BMC's leadership in the segment during the . Designed by as an enlarged iteration of the Mini's transverse front-wheel-drive (FWD) layout, the ADO16 quickly became Britain's best-selling car from 1963 to 1966 and again from 1968 to 1971, capturing up to 15% of the at its peak and helping BMC dominate sales alongside the Mini. This success showcased the widespread adoption of FWD in for mass-market vehicles, moving beyond niche applications like the and influencing the shift toward more efficient, space-optimized designs in the class. Recent assessments, such as those in 2024 publications, continue to affirm its role as a trendsetting British classic. Culturally, the ADO16 embodied the democratization of motoring in Britain, offering affordable, reliable transportation that expanded car ownership among middle-class families and symbolized the era's and economic optimism. With its compact yet spacious interior and agile handling, models like the Austin 1100 became ubiquitous on roads, reflecting the period's embrace of innovative engineering for everyday use. The car's visibility extended to popular media, notably appearing as a Morris 1100 in the 1969 film , where it underscored British automotive ingenuity in a high-profile international context. In terms of industry legacy, the ADO16 pioneered features like the interconnected fluid suspension system, which provided superior ride comfort and handling stability compared to contemporaries, contributing to BMC's engineering reputation and inspiring subsequent advancements in suspension design across European manufacturers. This innovation, combined with the car's badge-engineered variants under marques like Austin, Morris, MG, and , reinforced BMC's dominance in the small car market and set benchmarks for packaging efficiency in front-drive vehicles. However, by the early 1970s, under , the ADO16 was phased out in favor of the , signaling the decline of Issigonis's direct influence and the challenges facing the merged corporation amid shifting industry dynamics.

Modern Relevance

In the , preservation efforts for the BMC ADO16 are led by enthusiast organizations such as the 1100 Club, established in 1985 to support owners through technical advice, parts sourcing, and events like the annual . The club provides restoration guidance, including discounts, and maintains a database of articles and manuals to keep vehicles roadworthy, with membership spanning worldwide and early growth to 63 registered cars. Complementing this is ado16.info, an online resource founded in 1999 that archives historical specifications, development stories, and maintenance tips to aid ongoing preservation. remains the primary challenge, often affecting sills, wheelarches, front wings, and subframes, leading to common restoration projects that involve welding repairs and replacement panels available from specialists like Ex-Pressed Steel Panels. Among collectors, base Austin and Morris ADO16 models in usable condition typically fetch £2,000–£4,000 at or private sale as of 2023, while excellent examples can reach £8,000, reflecting their affordability and appeal as entry-level . Rarer variants like the MG 1100 or command higher values, with usable cars priced at £4,000–£8,000 and pristine ones exceeding £10,000–£12,000 as of 2023, driven by rising interest in compact alternatives to larger American "Yank " imports. Auctions from 2023, such as a 1966 MG 1100 sold for £7,650 and a 1963 Morris 1100 for £5,995, underscore this trend toward steady appreciation for well-maintained survivors. Contemporary assessments highlight the ADO16's eco-friendliness relative to peers, with its compact 1098cc or 1275cc A-Series engine producing lower emissions than larger contemporaries like the , thanks to modest power outputs of 48–70 bhp and efficient transverse mounting. This inherent efficiency positions it favorably in discussions of conversions for classic , where its lightweight chassis and front-wheel-drive layout facilitate adaptations similar to those applied to related BMC models like the . Safety critiques persist, however, noting the absence of modern features such as or anti-lock brakes, with the original drum/disc setup and rigid structure offering only era-typical protection despite praised handling. Historical documentation reveals gaps in digital archives, with much of the ADO16's story preserved through physical club records and books rather than comprehensive online repositories, though sites like ado16.info bridge some voids with scanned brochures and timelines. In the 2020s, restomod projects have incorporated upgrades like front disc brakes for improved stopping power and electronic conversions to enhance reliability, often using aftermarket A-Series components to modernize drivability while retaining the original layout.

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