The cars : BMC 1100/1300 (ADO16) development story

The BMC 1100/1300 was a world-beater from the get go. At the very least, it became a British institution, becoming the country’s best-selling car for much of the 1960s and into the ’70s.

It was a logical and highly successful expansion of the Mini, using much of its running gear, and combining it with perfectly-judged Pininfarina styling. Read on for the full story of the ADO16’s development and its subsequent sales success.


The firm’s high watermark: the BMC 1100/1300

Austin 1100-1300

In the early 1960s, the Mini had been launched, and the world was showering BMC with the acclaim it so richly deserved. However, in the months following the car’s arrival on the market, things were not all sweetness and light. Fuel crisis or not, the Mini was not the car that the dealers wanted; they made little profit on sales, while their servicing departments found its complexity disconcerting.

The first few Minis off the line had earned a reputation for below average reliability, and the warranty costs incurred were proving to be wearisome. Realising that small cars meant small margins, the dealers felt they needed something at the other end of the market to balance out the administrative nightmare that was the Mini.

None of this mattered at the time to BMC boss, Leonard Lord, because he had unshakeable faith in Alec Issigonis and his ability to produce cars that people wanted. Lord was pleased that BMC was seen as being right at the forefront of the design-led revolution in the car industry at the time.

BMC’s growing model portfolio

The Mini also expanded BMC’s range of cars, managing to generate big sales in a sector below that occupied by the company’s previous entry-level models – the Austin A35/A40 and Morris Minor 1000 – without affecting the sales of either.

Initial XC9002 (left) shows a striking similarity to the Mini, but is, in fact a scaled down version of the XC9001, the forerunner of the ADO17 - this model dates back to 1958 and was adjudged to look too similar to the Mini. The next version of the XC9002 (right) shows the beginnings of the ADO16 character - especially towards the rear, displaying the cropped fins so loved at Longbridge at the time. Otherwise, the dainty car looks rather appealing from this angle.
Initial XC9002 (left) shows a striking similarity to the Mini, but is, in fact, a scaled-down version of the XC9001, the forerunner of the ADO17 – this model dates back to 1958 and was adjudged to look too similar to the Mini. The next version of the XC9002 (right) shows the beginnings of the ADO16 character – especially towards the rear, displaying the cropped fins so loved at Longbridge at the time. Otherwise, the dainty car looks rather appealing from this angle
Side view of the later car shows that the proportions and packaging were largely set by this stage in the car's development.
Side view of the later car shows that the proportions and packaging were largely set by this stage in the car’s development
The frontal aspect of the XC9002 shows the efforts that the company was going to in order to give the car some much needed character (they still had some way to go) - but it is at the rear of the same car (right) that one can see that the eventual ADO16 'look' was already set in the minds of the stylists (even if the photograph appears to have been heavily airbrushed to achieve the effect).
The frontal aspect of the XC9002 shows the efforts that the company was going to in order to give the car some much needed character (they still had some way to go) – but it is at the rear of the same car (right) that one can see that the eventual ADO16 ‘look’ was already set in the minds of the stylists (even if the photograph appears to have been heavily airbrushed to achieve the effect).

The next step in the rejuvenation of the BMC range was to produce a larger model to plug the gap between the one-litre class cars (A40 and Minor) and the much larger 1.5-litre Farina saloons.

Alec Issigonis turned his thoughts to engineering a stretched version of the Mini, and because the new car – initially known by the codename XC9002, but later renamed ADO16 – would use essentially the same engine and gearbox package, its development was a fairly straightforward process.

Project ADO16: developing the big Mini

Whereas the Mini had emerged pretty much unchanged from the original drawings produced by Alec Issigonis, Leonard Lord decided that he wanted ADO16 to be a much more highly-styled car, as it would be competing in a more expensive sector of the market. He further decided that this aim could best be achieved by entrusting the car’s styling to Pininfarina, following that firm’s successful work on the Austin A40.

This proved to be another good decision on the part of Lord, because what emerged from the Italian styling house was a crisp and well-balanced design that, when launched, proved to be exactly the right product at the right time. Issigonis did, in fact, make an attempt at styling the ADO16, but he told journalist Ronald Barker, ‘I couldn’t get it right.’

Just like the Mini before it, ADO16 was developed in remarkably quick time, and when the first full-size prototype appeared in October 1958, it already had the recognisable 1100 profile.

The Italian magic ingredient

When Pininfarina worked its magic on the styling, the transformation from XC9002 of January 1959 to ADO16 of July that same year was quite remarkable. The Italian styling house had made no major changes to the structure of the car, but in terms of tidying the styling – giving the roofline a makeover and tidying up the front and sides – the overall effect was quite marked.

 Nearly there: In January 1959, Pininfarina were asked to develop the XC9002 - their initial effort (left) was a rather bluff-fronted proposal and was rejected by BMC because it would prove needlessly complex (look at the tops of the doorframes, for instance) and therefore, expensive to produce. On the right, the second Pininfarina proposal of what is now known as the ADO16, which eventually was given the nod for production by higher management. The front styling treatment was offered in two forms and it was this version that would prove to offer the best final solution.
Nearly there: In January 1959, Pininfarina were asked to develop the XC9002 – its initial effort (left) was a rather bluff-fronted proposal and was rejected by BMC because it would prove needlessly complex (look at the tops of the door frames, for instance) and therefore, expensive to produce. On the right, the second Pininfarina proposal of what is now known as the ADO16, which eventually was given the nod for production by higher management. The front styling treatment was offered in two forms and it was this version that would prove to offer the better solution

After the first Longbridge-built prototype had been completed, detailed development was handed over to Morris Motors’ Chief Engineer, Charles Griffin, who was heading a team including Engineers such as Alan Webb, Bob Shirley, Reg Job and Alan Parker and was based at Cowley.

It was Griffin who would successfully blend Issigonis’ functional engineering, Pininfarina’s style and attractive interior ergonomics. Alec Issigonis would maintain a watching brief, visiting Cowley every Thursday. It was Reg Job, the Project Engineer for both the Morris Minor and ADO16, who designed the swan neck opening mechanism for the 1100’s boot.

Expanding the A-Series engine for ADO16

The original prototype was fitted with the 948cc A-Series engine, then fitted longitudinally to the Morris Minor. Griffin was appalled with the lack of torque from the engine and other features of the car. He appealed directly to the Vice-Chairman of BMC, George Harriman, to get the authorisation to get things rectified.

Griffin got the green light to use Hydrolastic suspension and the development of an enlarged A-Series engine. By lengthening the stroke to 83.72 mm, the A-Series engine was enlarged to 1098cc and this was combined with a new cylinder head design, the 12G202, which had larger inlet valves, to boost power from 37bhp at 4750rpm to 48bhp at 5100rpm.

Torque went up from 50lb ft at 2500rpm to 60lb ft at 2500rpm. Both the 12G202 cylinder head and the remote gear change that also featured on the ADO16, were previewed on the original 997cc Mini Cooper which was unveiled in the autumn of 1961.

Alex Moulton’s Hydrolastic suspension debuts

The ADO16 would also be the first BMC car in production with Alex Moulton’s Hydrolastic suspension, which had not been perfected in time for the launch of the Mini in 1959. According to Charles Griffin, Issigonis was not a supporter of Hydrolastic suspension at first. Interviewed by Graham Robson in the October 1997 issue of MINI Magazine, Griffin said of the early stages of Hydrolastic development.

‘The first Hydrolastic types actually had a central fluid chamber – a ‘cheese’ we called it – under the seats, with pipes going in all directions. It was noisy and very harsh – a cat’s eye bump sounded much worse inside the cabin. The next version had displacers at each wheel, but it wasn’t until we put rubber in the suspension linkage that we got rid of the harshness.’

While Morris Motors at Cowley was responsible for the body and mechanicals, the interior was designed by the Longbridge Styling Department headed by Dick Burzi, the Argentinean-born exile from Mussolini’s Italy.

The BMC 1100’s braking dilemma

According to Jonathan Wood’s excellent book, Alec Issigonis: The Man Who Made The Mini, the fitment of disc brakes to the ADO16 was opposed by Issigonis. Issigonis was quoted as regarding disc brakes as: ‘…fashionable: the things to have. I was not particularly in favour of them.’

The instigation for the disc brakes had according to Issigonis, come from, ‘…the management, even though it was the more expensive thing to do.’ One presumes the management were acting on a request from Charles Griffin.

Anybody working on an ADO16, then and now will notice there is much more room in the engine bay than both the Mini and the later BMC 1800/2200 (ADO17). This may have aided servicing, but it was not intentional.

The story behind the abandoned V4 engine

BMC had been working on a new generation of engine designs, a V4 and a V6 derivative intended to replace all the company’s engine designs in one swoop. And the ADO16 was one of those new cars in development that V4 was intended for. Since the late 1950s, BMC had been working on a Lancia-inspired 18-degree V4. The V4 used a toothed rubber belt to drive a centrally-mounted camshaft and was experimentally produced in both 1100cc and 2.0-litre variants.

When questioned why the V4 project was abandoned, Alec Issigonis stated that they had been, ‘thrown away because it didn’t fit in with our design philosophy… Cars must be smaller but the ‘living room’ increased. When we started work on the V4 we were using north-south engines but since we have switched to east-west in our small cars the V4 no longer fits in with our concept because an inline engine takes up less room fitted in that way.’

Senior Longbridge Engineer Eric Bareham later confirmed that the V4 was for inline installation only and that, for front-wheel drive, it would have required a transmission layout similar to that of the later Triumph 1300 front-wheel-drive car. When the A-Series engine proved capable of enlargement to 1098cc, the V4 idea was dropped.

In marketing the car, BMC's policy of badge engineering would be taken to its logical conclusion. This may have been to Leonard Lord's liking, but it also highlighted a political situation that had been brewing between the competing dealer networks since the practice had re-started in earnest in the late Fifties. Lord entered semi-retirement, to be replaced by George Harriman, just before the launch of ADO16 in the autumn of 1962.
In marketing the car, BMC’s policy of badge engineering would be taken to its logical conclusion. This may have been to Leonard Lord’s liking, but it also highlighted a political situation that had been brewing between the competing dealer networks since the practice had re-started in earnest in the late Fifties. Lord entered semi-retirement, to be replaced by George Harriman, just before the launch of ADO16 in the autumn of 1962

Selling the BMC 1100: a dealer-led problem

By this time, the marketing situation had descended into a slanging match between the competing networks of Austin and the former Nuffield Group. The situation was getting worse rather than better because the Nuffield Group Dealer Principals were looking at what Austin’s dealers had to offer, and could see that the latter had a more complete range of cars to sell.

Rather than tackling these issues head-on – something that really should have been done years previously – Harriman acceded to the wishes of the Nuffield dealers, and agreed to release ADO16 just as a Morris model initially. An Austin version would appear only after a sufficiently long delay.

This sop to the dealers may have seemed like a good idea at the time as a way of pacifying any dissenting voices, but it cost BMC sales and meant that ADO16 had a slower start in life than would otherwise have been the case. On the production side of things – there was a side-benefit to this, in that a completely new model was fed onto the market in one basic form, from one factory, thus helping the ‘running in’ process a bit, and simplifying the handling of initial teething troubles.

BMC 1100: sneak pre-launch publicity

In the days before Scoop photographs would become a part of everyday motoring Journalism, Motor Sport magazine published these photographs in October 1960, as sent in by a reader. It is obviously an early fully-engineered ADO16 prototype. Differences between this and the final version are abundant: Fuel filler location is on the offside of the car, rear lamp clusters resemble earlier prototypes - and the frontal treatment is slightly different, particularly resembling the ADO16 prototype (above).
In the days before scoop photographs would become a part of everyday motoring Journalism, Motor Sport magazine published these photographs in October 1960, as sent in by a reader. It is obviously an early fully-engineered ADO16 prototype. Differences between this and the final version are abundant: Fuel filler location is on the offside of the car, rear lamp clusters resemble earlier prototypes – and the frontal treatment is slightly different, particularly resembling the ADO16 prototype (above)

The first semi-official acknowledgement that something new from BMC was on the way came on 8 January 1962. To offset rumours to the contrary, BMC announced that the Morris Minor 1000 was to continue in production for some time to come.

The rumours had been current for best part of a year – initially, that the Morris Minor was to be restyled and renamed the Major and, subsequently, that it would appear with a transversely-mounted engine and front-wheel drive, as a larger version of the Mini.

The Minor was a profitable car for BMC and management was reluctant to see it go. It would not be the only BMC car to remain in production after a successor had been introduced. Its presentation only served to take volume away from ADO16 production. Production of the Morris 1100 began in March 1962 at Cowley, perhaps the most militant plant in the BMC empire.

The BMC 1100 is launched

So, on 15 August 1962, a mere three years after the appearance of the Mini, the Morris 1100 was launched. The location for the launch was Worcester College during the summer break, where the foreign press stayed – and Alec Issigonis was in attendance. BMC claimed that 10,000 ADO16s had already been built and that every Morris dealer in the world had an example

A photograph of Lord Nuffield himself posing with a Morris 1100 (above) was issued to the press. He was to die the following year. Alec Issigonis told Basil Cardew of the Daily Express: ‘We have tried to produce a good looking, functional car – while cutting out as far as possible the risk of things going wrong.

‘My main plan was to design a motorcar to travel as efficiently as possible from A to B, with full comfort over really rough roads. The world will decide whether we have succeeded.’

BMC 1100: no mere fashion accessory

The American Time magazine also quoted Mr Issigonis as saying: ‘My job is not to design fashion accessories or status symbols, but motorcars — things that travel as efficiently as possible from A to B. A car should take its shape from the engineering that goes into it.’

If the trade and the public had treated Mini with a certain amount of suspicion, they had no such reservations about the 1100 and immediately took the car to their hearts, despite the fact that, like the Mini, it was not the most reliable car in its class; not by a long chalk.

In the years following the Suez Crisis, the British car market had changed dramatically, with demand for small cars increasing hugely. This had the effect of shifting the centre point of the market downwards. Through a combination of luck and good judgment, the Morris 1100 hit this sector of the market square on.

Expansion at Longbridge

On 7 September 1962 CAB2 at Longbridge came into operation. The first car off the line was an Austin A40, the kind of car that BMC should have axed when the ADO16 came on stream, but was allowed to linger on. CAB2 was part of BMC’s expansion programme to increase its theoretical production capacity from 750,000 to one million vehicles a year.

Later in the month saw the launch of the Ford Cortina, which was Dagenham’s impeccably costed car aimed at the all important fleet market. Even its steering wheel had been redesigned four times to bring it in under budget.

Whereas the ADO16 was initially available only with an 1100cc engine, take it or leave it, the Cortina came with 1200cc or 1500cc options. These two cars, which would battle for sales supremacy for the rest of the decade, represented two opposing camps. The ADO16 employed advanced technology to attract buyers, the Cortina employed market research and simple mechanicals to aid reliability and servicing.

And because the Cortina was costed so perfectly, it was profitable enough for its makers to fund its replacement. These cars were considered direct rivals, offering similar accommodation and performance.

BMC 1100: badge engineering begins

The badge engineered versions followed thick and fast in good BMC tradition, but it is probably fair to say that along with the 1958 Farina saloons, the practice reached its peak with the ADO16.
The badge-engineered versions followed thick and fast in good BMC tradition, but it is probably fair to say that, along with the 1958 Farina saloons, the practice reached its peak with the ADO16

The first to follow on from the Morris version was the twin-carburettor MG 1100, launched on 2 October 1962, which was more good news for the Nuffield group dealers. The MG 1100 used a new design of cylinder head, the 12G295, the first fruit of BMC’s relationship with Downton Engineering of Wiltshire, whose boss Daniel Richmond had become a consultant to BMC.

The 12G295 had more open combustion chambers than previous designs. This was enough to boost peak power to 55bhp at 5500 rpm. A short stroke 998cc version of this engine would go into the Mini Cooper in 1964. Such was the demand for the Morris 1100, that a waiting list soon built up, despite Cowley having a relatively strike-free run in late 1962.

MG 11oo
MG 1100

At the BMC Annual General Meeting in December 1962 one shareholder was vocal in his criticism. Mr Osborn Bartram, of Corsham, Wiltshire, told the Board: ‘I suppose you are satisfied with progress during the past year. But many of us who are ordinary shareholders are not satisfied. For one of the primary industries in the country, the service one gets as a customer is extremely poor.

‘I inquire about the new Morris 1100 and am given a vague delivery promise of three months. I am not interested in that. I want the car now, otherwise I go and get a Ford.’

Mr Bartram may have had good cause to feel angry as it was not until February 1963 that a night shift started at Cowley to produce an extra 800 ADO16s a week. This was achieved by ending the Morris Minor night shift. This had first been mooted in November the previous year, but negotiations with the trade unions delayed the introduction of an ADO16 nightshift until February 1963.

BMC 1100 international variations arrive

Also that month the first Morris 1100 was produced in New Zealand. On 18 April 1963 Alec Issigonis, BMC’s Technical Director was appointed to the company’s Board, the same day as it was announced that Innocenti of Milan would build the ADO16 as the IM3.

Issigonis was quoted as saying: ‘They were enthusiastic about the car and all told me it will do very well in ltaly.’

On 7 May 1963, The Times reported: ‘Production of the Morris 1100 saloon at the British Motor Corporation’s Cowley plant has reached 3750 a week, and is expected to be 4500 a week by mid-summer, but some customers have been waiting for nine months and demand at home and abroad is still mounting, a spokesman of the corporation said yesterday.

‘About 40% of the cars are being exported, assembly has begun at the Innocenti works in Italy, and nearly 70,000 models have been produced since their introduction last August. Output of the Mini is running at 5500 a week, out of a total car production figure by the corporation of 15,000. This is the full capacity rate for the firm at present, but by the end of 1963, when its £49m expansion programme is complete, total vehicle output will have reached 20,000 a week, or one million a year.’

Production problems begin – strikes are the cause

In July 1963, the Daily Express reported that BMC’s Cowley factory had suffered 134 strikes in the first five months of that year. No wonder customers were waiting for their Morris 1100s. By August, BMC’s Chairman George Harriman was stating to the press that the ADO16 would be in production for at least ten years.

This, he said, would give the additional advantage that the customer’s investment was not swept away by a new version coming out within a year or so of his purchase. This was a script that could have been written by the Technical Director himself and shows how much influence Issigonis had over the BMC Chairman.

Harriman added that, in the year since the introduction of the ADO16, production of Morris and MG 1100s had passed the 110,000 mark and was running at 4000 a week. Of these, 44% were being exported. Demand still greatly exceeded supply, but by November they would be producing 6000 a week in their different versions.

George Harriman defends the BMC 1100

1966 Morris advertisement picture showing the benefits of interconnected suspension: look at the rear wheels in relation to the front - 'The front wheel is tucked well up; the rear wheel is down. The car stays level. That goes for you too'. So the copy went, anyway...... For once, the benefits of interconnection had not been lost on the car buying public, who took the ADO16 to their collective hearts in huge numbers.
1966 Morris advertisement picture showing the benefits of interconnected suspension: look at the rear wheels in relation to the front – ‘The front wheel is tucked well up; the rear wheel is down. The car stays level. That goes for you too’. So the copy went, anyway… For once, the benefits of interconnection had not been lost on the car-buying public, who took the ADO16 to their collective hearts in huge numbers. Perhaps, the flat ride, keen handling and accurate steering seduced buyers, who up to this point had been used to much more primitive systems

Harriman repeated the Issigonis mantra to The Guardian newspaper, saying: ‘People want a functional car with the smallest overall package but the largest space inside. Not too big, but it must be the latest in line and in mechanics.’

By August 1963, CAB2 at Longbridge was in full operation with a capacity of 2500 cars a week. It increased the capacity of the factory from 8000 to 10,500 vehicles a week. The new building, which was for paint, trim, finishing and final assembly, was one of the biggest single contributions to BMC’s expansion plans under which productive capacity was planned to rise to one million vehicles a year.

Initial production began in the glass-sided, 960ft long building earlier that year and a proportion of Morris 1100s had been produced there to supplement output at Cowley. Full production on both assembly conveyors each capable of dealing with 1250 cars a week, was now within reach.

How the BMC 1100 was made in Longbridge

Bodies were brought into the building after going through a preliminary rust-proofing process, automatically lifted to the body storage balcony, and were not man-handled again until the car was driven off the end of the assembly line. In the intervening time, they were moved automatically on conveyors or slung on overhead conveyors on which a total of £750,000 had been spent.

After assembly the cars were subjected to a wind and water test, equivalent to driving down a motorway at 40mph in a heavy storm. When the car was driven on rollers, water was directed on to it from all angles, driven by an artificial gale. This was in addition to the various inspections carried out at stations along the conveyor.

Mr W.H. Cross, Superintendent of the Car Assembly Planning Department, said at the time: ‘We think this new building will apply the most searching quality checks that have ever been known in motor vehicle manufacture.’

Austin 1100 goes on sale in 1963 to join Morris

Austin 1100

The Austin version of the ADO16 was launched a year after the original Morris 1100, on 6 September 1963. Production of the BMC 1100 was now running at 5500 a week and coupled with a weekly output of 6000 Minis. Although the two Issigonis designed cars were related, only 10% of parts were common to both vehicles. An upwards move came in October that year with the announcement of the Vanden Plas Princess version.

In 1962, Fred Connolly (of Connolly leather) had privately commissioned Vanden Plas to produce an upmarket 1100, and BMC recognized the potential for cashing in on the fad for plush small cars, started by companies like Wood & Pickett and Radford with their over-the-top converted Minis.

BMC figured that the ADO16 was a far more realistic starting point for the wood and leather treatment than the Mini was, and so the luxury version was born. The concept of a more luxurious small family car proved popular with the car-buying public and, a couple of years later, the middle-class Wolseley 1100 and Riley Kestrel versions appeared in quick succession. Eventually, no fewer than six variations on the ADO16 theme appeared, all sharing the basic body shell and only differing in front-end styling and trim – badge engineering gone mad, perhaps, but it did not hinder sales one bit.

ADO16 sales go from strength to strength

Demand for the ADO16 continued to grow, and so did its worldwide appeal. On 17 February 1964, the Morris 1100 was launched in Australia. By 20 February, BMC was boasting that it had built one million front-wheel drive cars, consisting of 782,838 Minis and 219,291 ADO16 cars.

Of the total, 325,441, or 32.5%, were exported. The combined weekly production of both vehicles was 11,350 with demand still exceeding production.

In March 1964, BMC announced the Mini Cooper 1275S with its specialised 76bhp 1275cc engine which produced 79lb ft of torque at 3000 rpm. The 1275S engine used a completely redesigned block in comparison with the earlier A-Series units, had a larger bore and used expensive materials. Any hopes by BMC salesmen that this engine would find its way into the ADO16 were dashed, although Speedwell did market the 1300GT in 1965, an ADO16 fitted with a 1275S engine tweaked to deliver 90bhp at 6500rpm.

Strikes cause production problems

In trying to satisfy demand for the ADO16, BMC was plagued by stoppages, the causes both internal and external. In the 12 months to September 1964 the Cowley plant alone experienced 254 unofficial strikes which caused 750,000 lost man-hours. On 19 October, BMC stated that it intended to continue manufacturing both the Austin A40 and Morris Minor, which had weekly production figures of 820 and 1100 respectively. By now total Mini and ADO16 production was more than half BMC’s weekly output, but the Corporation was reluctant to free up more production capacity by axing two models that now seemed like cars from a bygone era.

In September 1965, the Wolseley 1100 and Riley Kestrel appeared. As well as the upmarket wood trim they were fitted with the 55bhp 1098cc MG 1100 engine. This was followed the following month by the announcement that automatic transmission would be available for the ADO16 and Mini. The all-British system was designed by the Automotive Products Group and developed with BMC over the previous 18 months – the joint investment amounting to £3m. It was the first marriage of an automatic transmission to a transverse engine – achieved by putting it in the sump – and the world’s smallest automatic with a torque converter replacing the clutch.

By this time both Issigonis cars were also being assembled in Portugal. Weekly British output of Mini and ADO16 was now reported as being between 11,000 to 12,000.

A case of limited development

Estate version was just as stylish as the saloon: Practical and compact, it made a very appealing package. According to Dr Alex Moulton's own records from the time period, electrical self-levelling suspension was always intended for this model...
Estate version was just as stylish as the saloon: practical and compact, it made a very appealing package. According to Dr Alex Moulton’s own records from the time period, electrical self-levelling suspension was always intended for this model…

The estate version of the 1100 appeared in March 1966, marking the end of any serious development of the car. This version was just as stylish and compact as the saloon, but was also a practical load carrier, making it a very appealing package. It carved itself a nice little niche in the market, but was saddled with one significant design flaw: a propensity for the tail to droop markedly under any loading.

Unlike Citroën’s more complex fluid suspension system, the Moulton Hydrolastic design with its front/rear interconnection had no self-levelling capability, and this compromised the car’s competence as a serious load carrier.

Way back in 1962, Moulton has been asked to devise self-levelling for the Hydrolastic system, and came up with an electrically controlled system for the ADO61 – Moulton’s notes show that he thought this would be a good proposition for the ADO16 Traveller. Unfortunately, it was never incorporated in the small car.

Reaching peak market share in 1965

Whatever the disadvantages of BMC’s marketing-led development programme for ADO16, it certainly did not hinder the car’s sales. The ADO16 in all its six incarnations was soon being built in larger numbers than any other BMC car, either before or afterwards. By 1965 – the year that all variations of the car were put on sale, and when it was at the absolute zenith of its career – the ADO16 took an exceptional 14.3% of the UK car market and was firmly established as the country’s best-selling car.

On 9 June 1966, Joe Edwards became BMC’s Managing Director, relieving Sir George Harriman of some of his day-to-day responsibilities. The following month, it was announced that BMC was to increase output of the ADO16 range at Cowley by 480 a week to a total at Cowley and Longbridge of more than 7000 a week. About 200 extra workers were to be engaged. Unfortunately for BMC, the Government shortly afterwards decided to introduce some deflationary measures into the economy and inflict a credit squeeze, which was to cut demand for new cars drastically, and the plan was cancelled.

Very soon 30,000 BMC workers were on short-time working and, by the autumn of 1966, the company announced that it was to make 10,000 employees redundant as part of Joe Edwards rationalisation plan. However, a drivers’ strike resulted in completed cars being stockpiled at BMC’s plants until there was no longer room for any more vehicles, resulting in the car giant having no alternative but to shut down all car manufacturing until the dispute was resolved. BMC received considerable negative publicity during this period. From this point selling the ADO16 became harder.

What the opposition was up to…

Introduction of the larger Cortina Mk2 saw the end of the direct Ford/BMC rivalry in the middle-market.
Introduction of the larger Cortina Mk2 saw the end of the direct Ford/BMC rivalry in the middle-market

In October 1966, the Ford Cortina Mk2 was announced, marking the end of the direct competition with ADO16: not only was this Cortina a physically larger package, but also the entry-level engine was now 1.3-litres as opposed to the 1.2-litres of its predecessor. Hindsight would suggest that Ford had read the market better, correctly predicting the trend for larger, better-performing cars, whereas BMC had not.

The Cortina Mk2 impacted on ADO16 sales in the next year, becoming Britain’s best-selling car in 1967, toppling the ADO16 from its perch. The industrial disputes in the autumn of 1966 and sales success of the Cortina Mk2 saw ADO16 production slump alarmingly from 238,359 in 1965/66 to 160,097 in 1966/67, while Mini production held up well, suggesting that the ADO16 was now in decline.

On 19 October 1966, BMC announced the MG Midget Mk3/Austin Healey Sprite Mk4. These new sports car variants introduced at long last a production version of the 1275cc engine using cheaper materials although the block was different from the ‘S’ engine. The new engine featured the 12G940 cylinder head designed by Daniel Richmond of Downton Engineering.

One million and counting

Morris 1100 Mk2
Morris 1100 Mk2

In March 1967, the ADO16 passed the one million production mark, about the same time that BMC decided to facelift both the Mini and ADO16 and introduce MK2 versions of their bestsellers at the October London Motor Show. Unfortunately, BMC had left it rather late in the day and it was to result in more embarrassment for the beleaguered corporation. In April 1967, British Motor Holdings announced a disastrous £7.5 million half year loss to the end of January 1967.

BMH had evidently been hit far worse than was feared by a seemingly continuous round of strikes, and the strong measures of the July 1966 freeze-and-squeeze enforced by the Government. The measures were introduced, as the company pointed out, just nine days before the start of its financial year. BMC was heavily hit in the last quarter of 1966 by strikes. In the first six months of its financial year to the end of January 1967, BMC produced 23% fewer cars, compared with a decline in home registrations of 15%.

It claimed to have raised its penetration of the home market from 35% to 39% in August and September, though this slipped from 39% to 27% in the final three months. Both the Mini and ADO16 were cars heavily dependent on high production volumes to pay their way and BMC were missing their production targets by quite a margin. Only a fortnight after BMH announced their poor financial performance, the Sir Donald Stokes-run Leyland Motor Corporation was reporting record business. This set minds in Whitehall thinking…

Opening up new versions of the ADO16

 Austin 1100 Traveller interior demonstrates perfectly the minimalist approach favoured by Alec Issigonis. This was a continuation of the philosophy behind the Mini and, before that, the Morris Minor. The strip speedometer found in the Austin versions was a favourite of Issigonis, although he would have been keener on an even slimmer version, as found in the 1800 and 9X.
Austin 1100 Traveller interior demonstrates perfectly the minimalist approach favoured by Alec Issigonis. This was a continuation of the philosophy behind the Mini and, before that, the Morris Minor. The strip speedometer found in the Austin versions was a favourite of Issigonis, although he would have been keener on an even slimmer version, as found in the 1800 and 9X

BMC struggled through 1967 and, during the summer, offered the 1275cc engine in the upmarket ADO16 models, MG, Riley, Wolseley and Vanden Plas. The new engine was available initially only in single carburettor form, producing 58bhp at 5250rpm and 69lb ft at 3000rpm. On 17 October, BMC announced Mk2 ADO16, complete with standard Austin and Morris 1300s joining the existing 1100 range.

Braking was improved to cope with the extra power by fitting larger diameter single caliper discs. On the 1300 and automatic 1100, these reduced pedal effort by 15%, but increased brake lining life by 70%. Other comfort and safety aids included a new combination switch for direction indicators, headlamp flasher, dipper and horn. The 11 Austin and Morris models were available in two- or four-door, de luxe and super de luxe form or as estates.

Wolseley, Riley Kestrel, MG. and Vanden Plas Princess models were all four-door saloons. Styling changes on the ADO16 range included a much bolder grille, vented wheels and neater rear lights to meet new international regulations. There were side repeaters for the indicators, while inside, they had new seating (with reclining seats optional on all models), better door trim, window winders, catches and carpets and redesigned dashboard.

Chaos and the move to the 1275cc A-Series

Unfortunately, BMC even managed to sour this experience, because although this engine upgrade was desperately needed across the range, it was initially offered only to the upmarket models – it was almost a year before Austin and Morris were able to offer the up-gunned engine option.

If that sounds like harsh treatment of the UK customer base by an arrogant company, one could be forgiven for thinking that, but this was not entirely the case. There were supply problems with the 1275cc A-Series engine to begin with, because its engine block was different to the 1100cc version, it was machined on different production lines. The entire period would prove to be chaotic for the company because of the need to phase in the 1275cc in different states of tune and the all-synchomesh gearbox, while still maintaining high production levels to meet the high demand. Full details of the changes to the ADO16 range below.

Also in October 1967, BMC hired from Ford as their new Director of Styling, Roy Haynes, who was also a Product Planner. Hired by Joe Edwards, this was a sign that senior management were no longer prepared to accept that Alec Issigonis’s viewpoint was gospel and that design and engineering staff would have more latitude in their work.


Upgrading the range to 1.3-litres – how not to do it…

Summer 1967: Single-carb, 58bhp 1275cc engine speculatively fitted to the four up-market models (MG, Wolseley, Riley, VP) but still with original body-style; these cars were badged ‘1275’.

October 1967: Mk 2 bodywork (with cropped rear fins) introduced on all ADO16s except the estates, which always retained the original rear design. At the same time, the 1300 version was formally introduced (still with the 58bhp 1275cc engine) in all six marques (so, at this time, the MG version was no faster than any other – probably slightly slower due to its extra metalwork). All 1100 models, which were produced with the revised bodywork, were known as 1100 Mk2s, but with the 1300s, the Austin and Morris versions were called Mk2 (even though there had never been a previous 1300 version) while the four upmarket models did without the mark designation at this stage.

March 1968: Austin America introduced, for sale only in US, Canada and Switzerland. Fitted with a de-toxed 60bhp version of the 1275cc engine and 4-speed auto transmission. According to one insider, BMH deliberately lost money on this derivative in order to maintain the UK’s balance of payments!

April 1968: Twin-carb, 68bhp 1275cc engine fitted to the MG and Riley models; Wolseley gets twin-carb, 65bhp unit, while VP retains single-carb, 58bhp unit; still no mark designation applied

October 1968: The four upmarket models officially become Mk2s (!), with the MG and Riley models getting a 70bhp version of the 1275cc engine, while the Wolseley kept its 65bhp version; VP now got 65bhp version too (or 60bhp with auto transmission).

Autumn 1969: Austin and Morris 1300GT models introduced, also getting the 70bhp engine.


Supply issues not helped by more strikes

This slow build-up of the 1300 versions was another sign of the malaise within BMC at the time, and when dealers could not supply cars for buyers, it all smacked of arrogance and mismanagement within the company – of course the management would have loved to have supplied demand for their products, but were unable to. Unfortunately, getting hold of an 1100 Mk2 was also proving difficult.

On 2 November 1967, The Times reported: ‘Because of a shortage of components, production of BMC’s 1100 models at Longbridge, Birmingham will come to a halt today. About 3000 workers will be affected. Yesterday afternoon 1500 on the day shift were laid off until tomorrow morning and another 1500 were due to be sent home at the end of the night shift until Monday night.’

Clifford Webb in The Times reported in more detail the next day: ‘With 3000 men laid off and the Austin 1100 and 1300 lines brought to a standstill by a shortage of components, union officials and men at BMC’s Longbridge plant reacted strongly yesterday to what one union spokesman described as, ‘yet another example of bad production planning by BMC.’ A token force of the men laid off staged a walk-in yesterday morning.

It’s the old, old story at BMC. Yet another example of bad production planning‘ – George Evans, National Union of Vehicle Builders

He said: ‘Some of them carried banners proclaiming, ‘Harriman Out… The Lads In’. It was the second demonstration this week by men laid off. The men were especially critical of management for allowing production to be held up by a shortage of components.

‘Where is all this so-called new management approach we have been hearing so much about lately,’ they demanded, a cry echoed by George Evans, district organiser of the National Union of Vehicle Builders. ‘He told me bluntly: ‘It’s the old, old story at BMC. Yet another example of bad production planning’.’

In reply a BMC spokesman said: ‘On the contrary this has been one of the best new model changeover periods we have had for some time and certainly better than some of our competitors, have managed. Changing over to new models is always a delicately balanced and extremely complex affair. The present trouble has been blown up out of all proportion. When the last of the men laid off returned to work on Monday they will have lost in all less than three shifts.’

Parts shortages crippling production at Longbridge

Webb continued: ‘My own inquiries into the causes of the latest stoppage reveal two main causes of delay, radiator grilles and engine blocks. Hundreds of new cars are being stockpiled at Longbridge without grilles. These were redesigned as part of the facelift for the Minis and 1100s and are largely supplied by one of BMC’s own companies, Morris Radiators. The engine block problem was far more serious.

‘In recent weeks about 800 blocks have been rejected because they did not reach required standards of quality. I understand the great majority were rejected because of blow holes in the castings. The castings are supplied partly from within the group and partly from outside. The remarkable thing is however that rejects from both sources rose alarmingly at the same time. But last night there was news of an even more serious threat to production caused this time by a strike at one of BMC’s major suppliers, Birmingham Aluminium Casting at Smethwick.’

Webb’s enquiries were correct. BMC had decided too late in the day to facelift both the Mini and ADO16. Unfortunately, this was insufficient time for its suppliers to tool up and produce adequate quantities of components in order to meet demand for the revised models. Also in short supply were tail lamps.

Job losses as BMC and Leyland Motor Corporation move closer

During November 1967 there were also disputes at Longbridge and Pressed Steel Fisher and some 7000 workers were laid off. While all this was going on, merger negotiations were now becoming serious between BMH and the Leyland Motor Corporation, overseen by an interested party, Harold Wilson’s Government. It must have seemed to those in Government circles at the time that BMH could do nothing right and Leyland could do no wrong, and indeed BMC’s stockpile of incomplete cars would get a lot bigger before the component bottleneck was resolved.

YDO15 development prototype based on the ADO16 showed that the BMC 1100 was an ideal recipient for sensible upward expansion. Production versions were built in Australia (known as the Morris Nomad); but for some inexplicable reason (styling, perhaps, which was not as happy as the saloon or Traveller), it was not deemed suitable for the domestic market.
YDO15 development prototype based on the ADO16 showed that the BMC 1100 was an ideal recipient for sensible upward expansion. Production versions were built in Australia (known as the Morris Nomad); but for some inexplicable reason (styling, perhaps, which was not as happy as the saloon or Traveller), it was not deemed suitable for the domestic market

What’s more, BMC failed to deliver the kind of upgraded version of the car that the market so desperately wanted. A hatchback version, dubbed YDO15, had been running as a prototype by mid-1966, but the company decided, for whatever reason, that it was not a car for the UK market and so – criminally – ignored this opportunity for expansion. It would later go on sale in Australia as the Morris Nomad.

Of course, we don’t know if BMC ever tried installing the larger B-Series powertrain to the ADO16, it surely would have fitted?

It appears that BMC’s preferred solution to fill the gap between the 1100/1300 and 1800, and take on Ford’s Cortina, was the car known to the press as the BMC 1500 and internally as the ADO14, later produced as the Austin Maxi. Instead of up-gunning the ADO16, the company’s response was to spend millions on an entirely new car. On 20 November 1967, the axe finally came down on the Austin A40, as part of Joe Edwards’ rationalisation, freeing up some more production capacity at Longbridge.

British Leyland Motor Corporation sets sail in 1968

In January 1968 the formation of BLMC was announced, although the deal was far from settled. By the following month, the stockpile of incomplete BMC cars had reached the staggering figure of 51,000, mainly Minis and ADO16s. When Leyland Finance Director John Barber travelled to Longbridge on the 14 February, he noticed incomplete cars were being stored on every spare piece of ground.

By the 4 May, the stockpile had been reduced to 26,000 vehicles, but to the men from Leyland and the Government, the whole episode of the Mk2 Mini and ADO16 launch that never was, was a prime example of BMC incompetence – and demonstrated why a clean sweep of management was desirable.

When production and sales of the 1275cc versions of the car were finally up to speed, the lift in sales of the range as a whole was apparent for all to see. In 1967/68 production increased to a record 249,500 and 1968/1969 production of 247,138 was only slightly down on that. In 1968 the ADO16 reclaimed the number one spot as Britain’s best-selling car. 1969 (the first full year of Leyland management at Longbridge) was a year of generally poor sales in the UK, yet ADO16 managed to maintain its domination of the sales charts, grabbing 13.8% of the market.

Work begins on the 1100/1300’s replacement

After five years in production and scant running development, work finally got underway on a replacement for the ADO16. Or rather, the more appealing idea of refining the product and bringing its style up to date: initially this development work, headed by Charles Griffin, centred on updating the Hydrolastic suspension set-up to give a smoother ride.

Improved subframes and mountings were developed, which also incorporated lessons learned from the ill-fated ADO61 project. The new car was dubbed the ADO22 and the project moved along quickly once it had been defined – road going mules were built and the results of the revisions to the suspension system were a vast improvement over the existing car.

By the beginning of 1968, BMH had the mechanical revisions fully tooled-up for production, but the style of the body was still to be signed off. In the meantime, British Leyland had been created, and Joe Edwards was the first casualty – in April 1968. On 22 May 1968, Roy Haynes wrote to John Barber, one of the new Leyland senior managers, with his ideas for a simple rear-wheel-drive saloon to take on the Ford Cortina, which evolved into the Morris Marina.

Harry Webster calls in Michelotti

When Harry Webster arrived at Longbridge, heralding the arrival of Leyland, he asked Michelotti to produce a facelifted version of the ADO16, which would have incorporated Charles Griffin’s technical changes. The results certainly looked promising, but the entire ADO22 project was shelved on the grounds of costs – and the fact that the basic design was now six years old, and in the mind of Webster, this was far too old a design to base a new car on.

There was also a feeling within Austin Morris, that the new regime wanted to disassociate itself with the past – and, as a result, Webster moved whole scale towards a new, cheaper to produce car, the Austin Allegro.

Proposal for the ADO22 shows an evolution of the ADO16 look: would it have remained competitive during the hard-fought '70s? This is a question that we are unable to answer, but one thing is for sure: it would probably not have encountered the buyer-resistance that the Allegro encountered in 1973.
Proposal for the ADO22 shows an evolution of the ADO16 look: would it have remained competitive during the hard-fought ’70s? This is a question that we are unable to answer, but one thing is for sure: it would probably not have encountered the buyer-resistance that the Allegro encountered in 1973.

From September 1968, it was all change, as Sir George Harriman bowed out as Chairman of British Leyland, to be replaced by Sir Donald Stokes. The rump of the old BMC became the Austin Morris division of BLMC, under Managing Director George Turnbull who, like Harry Webster, was a Standard-Triumph import. These were the men who would now preside over the ADO16’s future.

On 30 September 1968 the ADO16 became available with an all synchromesh gearbox while, at the Turin Motor Show the following month, Pininfarina exhibited a stylish car based on ADO16 mechanicals, similar to the previous year’s 1800 Aerodynamica. Unfortunately, Pininfarina’s close relationship with BMC was now over and the new men at British Leyland was not so receptive to his ideas.

ADO16 development down under: too little, too late?

Morris 1500

In June 1969, antipodean car buyers got the kind of car denied to European car buyers, the Morris Nomad (YDO15) and the Morris 1500 (YDO9, above). The Morris Nomad was an ADO16-style five-door hatchback designed at Longbridge in conjunction with Australian engineers. Fitted with the E-Series 1485cc engine with a manual four-speed gearbox or A-Series 1275cc engine with automatic transmission.

The Morris 1500 was simply the saloon version of the Nomad. Both the 1500 versions had a bonnet bulge to accommodate the tall E-Series engine. Presumably it was not sold in Europe to avoid harming sales of the newly-launched Austin Maxi…

Seven years in and still a bestseller

By this time, total ADO16 production had reached 1.5 million and it held 14.6% of the UK new car market. In July 1969, BLMC announced that it was axing the Riley marque, which meant the end of the road for the Riley Kestrel; although the last Riley of all was in fact produced in October.

Austin Morris Managing Director George Turnbull was quoted as saying: ‘We are not contemplating taking action with any other marques in the foreseeable future… The decision to drop the Riley marque has not been taken lightly and is based on sound economic and business considerations. Very few Riley cars are exported and the substitution of export marques will help our overall effort, and assist us to achieve maximum effectiveness as a car-producer.’

Events were now moving fast, on 19 September 1969, the BLMC Board approved the styling of the ADO67. At the same time BLMC was announcing the modernisation of the Cowley plant in preparation for the arrival of their Cortina beater, the Morris Marina.

Austin and Morris 1300 GT breezes in

Austin 1300GT

October 1969 saw the announcement of the Austin and Morris 1300GT. This was basically an Austin/Morris saloon fitted with a 70bhp MG 1300 engine and designed to appeal to younger, sportier buyers. It also retailed more cheaply than an MG 1300 which also helped. The MG 1300/1300GT engine used the big valve 12G940 cylinder head also found on the Mini Cooper S for an extra 5bhp over the Wolseley 1300 and the Spridget sports car.

One of the factors that made the ADO16 so appealing was its uniqueness on the market, it looked attractive and was both enjoyable and easy to drive, a benefit of front-wheel drive, with near Mini-like handling combined with a Tardis-like interior, which made it a far more viable family car than the Mini.

In short, it was user friendly. While Ford concentrated on sewing the profitable seam of the fleet market, continental manufacturers looked on enviously at the ADO16’s success in selling to European buyers who, before the Mini, had been offered a diet of mechanical stodge from BMC.

What the rivals were doing

Fiat 128

The first major player to respond to the BMC was Fiat with the 128. Like the Mini and ADO16, the 128 had a transverse-mounted engine, however, the significant breakthrough with the 128 was the use of unequal length driveshafts which allowed the engine and gearbox to be located side by side, a layout which has since become ubiquitous for small cars. The 128 was voted European Car of the Year for 1970.

The 128 was available with 1116cc and 1290cc engines, the same choice offered to ADO16 buyers; it was also the first car to feature the all-new Fiat SOHC engine, a design which was considerably advanced for its time, featuring an aluminium alloy cylinder head with a direct overhead camshaft driven by a rubber-toothed belt. Mainstream production was to last a decade.

In January 1970, George Turnbull announced production of the ADO16 was to be stepped up with an extra 900 cars a week emerging from the company’s plants. Unfortunately, 1970 was a year plagued with industrial disputes, both internal and external. Then, in September 1970, the Australian-only Morris Nomad 1.5-litre and 1500 became available with a five-speed gearbox.

Morris Marina launches a change of strategy

The 27 April 1971 was launch day for the Morris Marina and, as BLMC’s policy was to market the Morris brand as conventional rear-wheel-drive cars and Austin as advanced technology, production of the Morris-badged ADO16 saloons ceased except for export. The Morris Traveller continued in production, but from now on all ADO16 production would be at the old Austin plant at Longbridge. At the time of the Marina’s launch the ADO16 was still holding an impressive 12% of the UK market. BLMC admitted they expected the Marina to take sales away from ADO16.

In July 1971 BLMC announced that ADO16 production had surpassed two million vehicles. Rather conveniently the corporation also claimed that it had produced its five millionth front-wheel-drive vehicle the same week. What was telling was the fact that at least 4.7 million of these were the Mini and ADO16, on which the profit margins were slim. George Turnbull, Harry Webster and Sir Alec Issigonis posed for the cameras.

On 31 August 1971, the MG 1300 was withdrawn from the UK market, although CKD kits were still exported until 1973. September 1971 came around, and with it the Mk3 ADO16, now a much starker car. Featuring a revised Matt Black grille. 1100 two-door de luxe were models fitted with a single chrome bar, 1100 super de luxe and 1300 models were fitted with a cluster of three bars. A revised mock wood dashboard featuring two round dials was also fitted. The Austin America was discontinued. Like the contemporary Mk3 Minis, the bean counters had been at work.

Booted ADO16: The Austin Apache

Austin Apache

On 26 November 1971, the Austin Apache was launched in South Africa. This was a booted ADO16 complete with Michelotti makeover. During 1970/71 ADO16 production was 218,322, however in 1971/72 it slumped to 144,347, prompting motoring historians to observe that the apparent collapse in demand was due to BLMC’s inability to update the car.

Of course, that does not take into account the fact that the UK ADO16 production was now only concentrated at Longbridge, which could not produce as many units as when it was in partnership with Cowley. This effectively amounted to a deliberate cut in production. The Morris Marina had quite clearly impacted on ADO16 sales, as loyal Morris buyers could no longer purchase a new ADO16 saloon; but did have the opportunity to buy a shiny new Marina with both 1300 and 1800 engine options.

In 1971/73 Marina production was 155,817 and the combined ADO16/Marina total is 300,164 revealing that, in terms of volume, BLMC was overall gaining ground. And the Marina was probably more profitable. This seemed to have some effect. In the 1969/70 financial year, Austin-Morris lost £16m; in 1971/72 it made a profit of £9m.

1100/1300 replacement rumours gather pace

In April 1972 the Australian Morris 1500 and Nomad were discontinued. However, large stockpiles meant that the cars were sold until mid-1972. Later that year, BLMC was forced to deny persistent reports that they were to replace the long-running 1100/1300 Austin range with a new car to be launched in the spring of 1973. Filmer Paradise, Director of Sales for the Austin Morris division, said: ‘I can tell you this is completely untrue. They will continue in production for a number of years from next spring whatever additional new models we may be introducing around that time.’

Austin Morris was already known to be in the pre-production stage at its Longbridge, Birmingham, plant the ADO67, which would be sold through the Austin dealer network. The Morris Marina, introduced 16 months previously, was now the group’s best seller, replacing the 1100/1300 whose sales had dropped. Austin dealers unable to share in the Marina’s success were described as being in urgent need of a new model.

The Authi Victoria was a pleasant, if late, development of the ADO16.
The Authi Victoria was a pleasant, if late, development of the ADO16

In October 1972, just to prove there was life in the old dog yet, the Austin Victoria was launched in Spain. Based around the Austin Apache, the frontal styling was given more attention and the car was fitted with twin headlamps. With the Allegro on the way, UK production of the ADO16 began to run down in 1973. In April 1973 the Wolseley 1300, Morris 1300 Traveller and MG 1300 CKD kits ceased production.

Paradoxically, while the ADO16 was fading away in the UK, at the same time Authi, who built the car in Spain, was investigating yet another development of the existing car. At the Barcelona Motor Show of April 1973, Authi displayed an MG-badged Victoria saloon complete with a Downton-tuned 83bhp 1275cc engine and all the contemporary mod cons. However, problems within Authi and BLMC stopped the car from reaching production.

17 May 1973 was the day BLMC launched the Allegro. Clifford Webb wrote in The Times edition published that day: ‘One of the two 1100/1300 assembly tracks at Longbridge has been converted to Allegro production. When this reaches 2500 a week the second line will be changed over. By early next year the company hope to be producing in excess of 4000 Allegros a week. It is impossible to over emphasize the importance of Allegro to the fortunes of British Leyland.

Austin Allegro is launched – 1100/1300 stays on. For now…

Clifford Webb continued: ‘The C class sector now accounts for something like one million sales a year in Britain. Two years ago Austin-Morris was taking up to 30% of this class. By March 1972, they were down to 23% and, in the first three months of this year, had fallen to only 18%. This decline was due largely to falling demand for the 1100/1300 although inability to produce sufficient cars in boom conditions was a considerable contributing factor. Since the early 1960s the older model has been the backbone of Austin Morris. Worldwide sales have exceeded 2.3m of which 1.3m were sold in the United Kingdom.

‘It has been United Kingdom market leader for seven of the 10 years since it was launched and for eight consecutive years held more than 10 per cent penetration. But during the past two years demand has become more concentrated on the top end of the C class sector with motorists insisting on 1500cc engines and above. At the same time they want higher standards of trim, increased passenger and luggage space, improved driving position and reduced noise levels. Despite umpteen facelifts the ten-year-old 1100/1300 was unable to meet these changing fashions.’

While attention now focused on the Allegro, overseas yet another ADO16 variant appeared. In South Africa the Austin Apache TC was launched with a twin carburettor 75bhp A-Series engine. It also had a vinyl roof, chrome side trims and was fitted with a three-dial dashboard.

Troubles at Leyland

Another personality associated with the ADO16 departed the BLMC scene on 30 August 1973, when Austin Morris Sales Director, Filmer Paradise, quit and was succeeded by his deputy, Bernard Bates. This was followed by George Turnbull’s resignation, from both the BLMC Board and as Managing Director of Austin Morris. It was no secret in the industry that he and fellow board member John Barber were rivals, and the latter now appeared as heir apparent to Lord Stokes. At Austin Morris, Turnbull was replaced by ex-BMC man, Richard Perry.

October 1973 brought the Yom Kippur war and a steep rise in oil prices, which was to affect the car market.

In January 1974, Charles Griffin, now Director of Advanced Engineering at Austin Morris, instigated the ADO88 supermini project, later to evolve into the Metro. He stated to Graham Robson in 1997: ‘If you look at the Metro, you’ll see it has the same interior volume as the 1100, but it was only a few inches longer and very little wider than the Mini.’ However, there is no record that BLMC ever investigated using the ADO16 platform as the basis for the corporation’s new supermini, as many pundits have suggested they should have.

1974 – and the writing is on the wall

In February 1974, as Britain was plunged into the bleak darkness that was the Three-Day Week, the ADO16 Austin De Luxe was launched in Spain. Fitted with a 998cc 55bhp A-Series engine and a grille similar to that fitted to the Austin 1300. The state of tune of the engine suggest it was a Mini Cooper-type unit, out of production in the UK since the end of 1969.

In April 1974 BLMC announced it was pruning the Austin Allegro range after disappointing sales. They were the two-door versions of the 1300 de luxe, the 1500 super de luxe and the 1750 Sport. The company expected the greatest demand for the bigger-engined Allegros, but this was not the case. In the first three months of 1974 it came seventh in the list of best-selling cars in Britain, a modest performance compared with its predecessor, the ADO16. Production at the time was recorded at running at only just over half the weekly capacity of 4500 to 5000 units.

Clearly, the Allegro had not clicked with car buyers, although BLMC put on a brave face. In mid-June 1974, it was announced that Austin Morris Technical Director Harry Webster was leaving at the end of the month to join Automotive Products. It was claimed that he was unhappy after the departure of George Turnbull, but with the Allegro stuttering in the sales charts, maybe there was another reason?

Ford pulls away, and new rivals flood in

The Ford Cortina, now in Mk3 guise, may have left the ADO16 behind in both size and sales, but it could be argued that the success of the ADO16 had created its own class, which the Fiat 128 joined in 1969. In May 1974, it was joined by another major player, twice the size of BLMC and also in financial trouble. Like the ADO16, it would have Italian styling and like the Allegro it was a make or break car for its manufacturer – the company was Volkswagen and the car was the Golf. Replacing the Beetle was a vital goal for Volkswagen’s continued survival.

By the early 1970s, the company had fallen into financial woe. The novelty of the Beetle had worn thin. Sales were in terminal decline. A new approach using front-wheel drive was needed.

Giorgetto Giugiaro alongside his design masterpiece, the Volkswagen Golf Mk1.
Giorgetto Giugiaro alongside his design masterpiece, the Volkswagen Golf Mk1.

The Golf was styled by Italian automobile architect and designer Giorgetto Giugiaro (above), of the Ital Design design studio and also featured a hatchback. Giugiaro had also designed the Alfasud and the Lotus Esprit, and unlike the Allegro, it looked just right. As well as 1100 and 1300cc engines, the Golf also featured 1500 and 1600cc engines mounted transversely with an end on gearbox. This was the car European buyers really wanted to replace their BLMC 1100/1300, not the Austin Allegro, and by mid-1975 Volkswagen was producing the Golf at a reported rate of 10,000 a week.

The end of the road for the ADO16

The end for UK production of the ADO16 came on 19 June 1974, when a Vanden Plas Princess 1300 left the Kingsbury plant, the last of a long line. This model had continued to sell well despite the end of mainstream 1100/1300 production. The final years of the ADO16 in the UK were not happy ones, British Leyland and its component suppliers were now hopelessly strike ridden and the economic abyss could not now be long delayed. In 1973 the corporation had announced a massive expansion plan, but it could not get its existing plants to work normally and to capacity.

While British Leyland hit the rocks in 1974, Authi in Spain discontinued production of the Austin Victoria, and in July 1975, SEAT took over the factory at Landaben. In May 1976, the Austin Apache 35 Automatic was launched in South Africa, but was discontinued in 1977, and that really was the end of the line for the ADO16, the last of at least 2,250,757 cars, making it second only to the Mini in terms of production numbers.

In Britain, the 1100/1300 series was Britain’s best-selling car every year from 1963 to 1966, and 1968 to 1971. The exceptions were 1967, when the Ford Cortina Mk2 narrowly beat it, and then from 1972 onwards when production of the car was cut by the decision to concentrate assembly at Longbridge. The ADO16 was the nearest Britain got to producing a world car and, in company with the Mini, it represented the high tide of the British motor industry.

However, where BMC went wrong with ADO16 was that the car was not developed in order to meet the changing tastes of its customers. Both the Mini and the 1100 were being priced so competitively that there was little margin for profit in these cars, and so ADO16 remained largely unaltered throughout its long and successful life. John Barber certainly thought the ADO16 was underpriced, and Austin Morris only returned to profit once the Morris Marina was fully on stream in 1973. As the 1960s drew on and the country began to become more affluent, the little car was left behind through a lack of development.

In conclusion: BMC’s car of unfulfilled potential

So, BMC had committed the sin of not developing its best-selling car soon enough but, more by luck than judgment, sales held up well during its production life. The car’s basic flaws were numerous, but because its packaging was so effective and its styling so likable, it engendered an immense amount of goodwill on the part of its customers.

However, from a modern perspective, the fact that ADO16 sales managed to hold up as well as they did cannot be attributed simply to the car’s popularity: in its life, it stopped being a middle-market car – the Cortina represented that sector perfectly – and became a well-established small car. As a result, it was always going to find a ready market.

When Donald Stokes took the reins of the newly-formed BLMC in 1968, the desire was to cut the confusing array of badge-engineered models, but the rationalisation did not go anyway near far enough: initially, only the Riley models were killed off, leaving the Wolseley, MG, Vanden Plas, Austin and Morris models to soldier on. A more significant change came in 1971, when the launch of the Marina signalled the end for the Morris and MG-badged ADO16s (apart from the Traveller and some export models).

The question of why things went wrong for BLMC after ADO16 was finally dropped in 1974 can be answered by reference to predecessor BMC’s marketing and (lack of) development strategies. Any illusions that ADO16 still represented the desires of the middle-market car buyer were shattered by the appearance of the larger Cortina Mk2 in 1966, and were finally buried by the arrival of the altogether larger Cortina Mk3 in 1971.

A serious lack of development

So, by the early 1970s, ADO16 had been well and truly left behind by what was once its adversary. However, this did not sound its death knell, because in its size and proportions it perfectly epitomised the small family car, a breed that would become so popular just a few years hence. The sad thing here is that the company seemed unable to answer this shift in the market: the car was perfectly sized to form the basis for a supermini in the modern idiom, being of similar dimensions to the Ford Fiesta and Volkswagen Polo of 1976. Had BLMC ordered a weight-reduction programme and developed a hatchback body for ADO16, the company could have had the ideal car with which to compete during the crisis-riddled 1970s.

Of all the firm’s missed opportunities, this failure must stand as an important milestone in the downward slide of BMC and then British Leyland. With the benefit of hindsight, a logical course of action would have been for ADO16 to become an early supermini, and for a re-bodied Maxi to occupy the slot further up-market that the Allegro was eventually designed to fill.

In short, the money spent on the ADO67, ADO74 and ADO88 programmes could have been more wisely spent elsewhere. Immediately following the 1968 merger, Donald Stokes stumbled towards a rational model policy, but the tragedy was that the path he followed led to the Allegro and Marina, and all the inactivity of the 1960s was to be replaced by a misguided wholescale model replacement during the following decade.

Morris 1100 Traveller
Keith Adams
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41 Comments

  1. Wonderful collection,that sort the mysteries of British cars.I always wondered of a collection. Good work guys!

  2. Thank you for info no matter how much i read there is always some new info on morris/austins to read i have keeped two going ,morris 1300gt/ austin america 1300.

  3. The cancellation of the ADO22 was in hindsight a big loss to the British motor industry. An ADO22 with the addition of the E-series engine would surely have sold better than the ADO67 Allegro.
    All those analysts, politicians and Leyland executives who claimed BMC was going bust seemed to forget it was still the producer of Britain’s favourite cars and tried to fix things in the company that weren’t broke and discarding winning formulas.

  4. Interesting the comments about Volkswagen at the end, while everyone thinks this has always been a huge success, in the early seventies it was in even bigger trouble than British Leyland, producing the ancient Beetle range that most Germans had moved on from and emissions controls were killing sales in its biggest export market. They needed to replace this crude, antiquated car quickly or go under, and mercifully for Volkswagen, the Golf was a massive success and totally updated their image. A year later the Polo came on stream and dominated the supermini class in Germany, as well as becoming an export success.

    • It wasn’t only the Beetle which held VW back – after all how could you replace an icon? – but the heavily Beetle based Type 3 & 4 didn’t help matters either.
      With the aquisition of NSU and Auto Union, there was the K70 (a kind of “normalised” Ro80) which didn’t set the world alight either.

      But strangely the NSU/Auto Union combo did bring exactly what VW needed; people who know about two things alien to VW – water cooled engines and front wheel drive.

      VW merged the two companies and formed Audi. Then somebody had the idea to spin different models off the same platforms/mechanicals (Passat/Audi 80-90, Scirocco/Golf, Audi50/Polo) something BMC etc. had been doing for years. Pity BMC et al didn’t get the product right to match the idea. VW obviously did.

  5. hi,

    my late father own this car last time. the sweet memories. the colour is fun soft blue.
    but now only memories. the car its sold. to hard to find back this model everywhere.

    nuajon from Malaysia.

  6. Back in 1967 I bought a red Austin 1100 and kept it for a couple of years. The Canadain winters were not kind to it as the snow and ice would compact under the fenders and plug the air flow for the radiator. The other proplem I encountered was the clutch release spring broke three times and the labour cost to replace was very expensive in that the whole engine had to be moved in order to replace the spring. This factor is what broke the camels back so to speak and I traded it in for a North American Ford. Too bad because she was a delight to drive…….Rob from Ontario.

    • @Rob – the clutch release spring had to be replaced? The spring throwout bearing must be what you are referring to. That does not require removal of the engine! There is an external spring, sort of a helper spring that keeps the clutch operating arm taut. That is visible and is easily replaced by a rank amateur with a pair of pliers. You don’t have to be a mechanic or have any skill with repairing autos to do this. The clutch release “spring” as you wrote, sounds like the clutch release bearing. It is also replaced without removing the engine. On an 1100 there is plenty of room to get a wrench and your hands and knuckles down to the bolts that hold the clutch cover to the flywheel housing. Once you remove the battery, that flywheel housing is fully accessible and it’s a handfull of bolts that need to be removed along with perhaps a few other odds and ends. With the clutch cover off, the clutch release bearing is accessible and it’s a simple procedure to remove the old one and replace with a new part.

  7. Had a MG1100, bought used with less than 1,000 miles on it. The owner could not keep the fwd components together and the dealer had the car more then he. He finally parked it. I had a friend who raced Minis so he suggested I buy it and be would get it going. He rebuilt the fwd system with Cooper S racing components.

    After the rebuild, I ran the car for some 3 years with absolutely no problems including the dual carb sync. Keep had some 50,000 miles on it before replacing it. It only went because my new wife could not master the stick shift. My brother drove it for some 3 years back and forth to university before it went to my brother in law. He drove it for about 2 years and then screwed it up. He drained the coolant and replaced the thermostat. He then drove it for some time, only to have the engine overheat and seize. He forgot to put the coolant in. He had it towed to a garage and abandoned it. When I heard it, I had my brother go to the garage as I wanted to buy it back. The owner said a college girl saw it sitting and wanted it. So, he hit the ignition and it started immediately with no noises so, she bought it.

    That little buggy was one of the nicest cars I ever owned and I really loved it. Sadly, they were not very compatible with New England weather and I never found one that was not rusted out. I was meticulous with undercoating and oil as well as repairing any breaks in the factory undercoating so, mine was perfect in that regard.

    As a driver, it was so balanced it was truly a sports sedan in every way. BMW should have used it rather than the Mini specs for the retro car.

  8. ADO22 notwithstanding, would a mid-1960s facelift featuring a Maxi-like front-end have translated well on ADO16 akin to front exterior changes between the mk1 and mk2 Ford Cortina?

  9. Why was Switzerland the only European country to sell the America model? Did they sell well there?

    The Spanish Authi has some styling elements of the Triumph 2000 with the quad headlights.

  10. Though the narrow-angle V4 was intended to power ADO16, one wonders whether it would be limited to lower displacement 1100-1300cc / 1100-1600cc engines or even extend up to the 2-litre version that was tested in an MGB prototype.

    It also makes you wonder where production BMC V4 / V6 engines would leave the Mini let alone its replacement given it was conceived with A-Series engines from the outset.

    Given ADO16 is essentially an enlarged Mini would the same level of shelved improvements and updates considered for the Mini (e.g. Barrel Car, Minki-I/II, hatchback, hydragas, end-on gearbox, etc) not also apply to ADO16 as well, allowing ADO16 to somewhat maintain its competitiveness as well as potentially have a similar long production run to the Fiat 127 (plus related foreign-built Fiat 147 / SEAT Frua) if not the original Mini?

    While much is made of the Metro being derived from the Mini (to the point of Metros being harvested for parts), to what degree is the Metro is also related to ADO16?

  11. The ADO16 was a well loved car during its production run and 2.3 million sales in 12 years is not to be sniffed at, considering the Allegro achieved a third of this in its nine year run and was a vastly inferior car. Also the ADO 16 has that friendly, pleasant look the Allegro certainly didn’t have and in spite of rust issues was still a common sight well into the eighties.

  12. While some sources mention the narrow-angle V4 having a minimum displacement of 1100cc, for some reason in Martyn Nutland’s book the displacement is instead cited as 1200cc and putting out 75 bhp. Would be interested to find out which of the two is more accurate.

    If there is any truth in the power figures for the latter, it makes for interesting conjecture regarding the power figures for the 2-litre V4 and 3-litre V6 engines.

  13. The ADO16 was indeed a great car at the right time. It was stylish and had a charisma that you wanted to be part of. The suspension was outstanding and the interior room was huge for a car of this size when you compared it to the boring fare from competitors such as the Ford Anglia, Hillman Minx or Vauxhall Viva. While other manufacturers had to present their options within a single model nameplate, BMC had a hugely powerful marketing opportunity in their sister brands. Had they used these better, they could have presented a full-house of performance and luxury. Forgetting Austin for a moment, Morris represented the standard model, MG represented the sporting version, while Wolesley represented the quality discerning model and Vanden Plas represented the luxury prestige sector. What a powerhouse of marketing opportunity! Instead, MG appeared with a fake wood dash (later replaced with real wood) and not even a rev counter. It was hardly a sporting version, although it sold very well because of the MG badge. There was really no place for a Riley version although it dashboard instruments should have been selected for the MG. The Wolesley 1100 was a very well-trimmed car and continued to represent Wolesley quality finish and performance. The Vanden Plas was superbly executed as a luxury version which did not disappoint and while the sales numbers were naturally low, the profit margin for BMC was significantly higher and it attracted its own unique market. Try attempting to offer these ADO selections and variety of features under a single nameplate such as Cortina!

    The Mark 2 ADO16 was far too long in being introduced and in typical BMC fashion, had not been considered until very late in the piece and was thrown together for announcement at the 1967 London Show. These should have been announced fully one year earlier in 1966 to keep the product fresh and ready to face increasing competition. It was hardly a big deal to offer an alternate 1300cc engine and all-synchromesh gearbox when most other competitors had engine options and full synchro. The Cortina had certainly offered these. The Mark 2 ADO16 was infuriatingly slow to market and yes, many potential buyers and upgraders gave up waiting. Apart for grille, slotted wheels and tail lights there was not much to see on the outside but better pleated upholstery and suspended headlining improved the interior. The Morris gained a strip speedo!

    The Cortina was offered in a GT version as well as limited Lotus-Cortina versions in both Mk 1 and MK 2. The MG ADO16 should have responded to these and been a challenger.
    The Mark 2 and even larger Mark 3 Cortina showed how Ford was reading the market. It is a hypothetical consideration for the possibilities if the ADO16 was supplemented with something like the Maxi in 1964/65 instead of the ADO17 Austin 1800. This would have provided the 3rd BMC family member making a trio of FWD Hydrolastic cars with each having a unique selling proposition from Mini, 1100/1300, and 1500/1750 class. The Maxi hatchback design would have been a logical move upwards from ADO16 and continued the FWD success formula. Unfortunately none of these designs could be visually translated into an attractive booted version. And the Maxi lacked the charisma of the Mini and 1100/1300 range.

    The 1300 GT was a late but fabulous entry into the market. The looks were sporting and the interior was real GT with all black quality upholstery and full instrumentation. They certainly lifted the ADO16 into a new category and introduced new buyers. Anyone who drove or owned one looks back with great fervour and enjoyment!

    The Mark 3 ADO16 was a real disappointment. Usual practise as a model gets into its final stages and becomes less competitive, is to load it full of extras while keeping the price down to maximise last sales efforts. Instead the Mark 3 ADO16 was noticeably cheapened and dowdy. The exterior looked basic and received no extra embellishments. The interior received a drab dashboard with woodgrain vinyl that looked cheap and fake. The attempt at fresh-air vents were cheap and hardly worked. The upholstery changed from pleated to hot-stamped vinyl that looked appalling. The greachange moved to the new BMC rod-operated design that started with the Maxi and was carried over to all the FWD cars. This replaced the earlier full cast alloy carrier for the gearchange mechanism, which certainly was a weight and cost-saving advantage. However the gearchange was definitely not so precise and gained an even more rubbery feel! Road roar was now objectionable within the cabin, despite separate subframes, probably because the competitors had made significant gains in this area. The only nice things about the Mark 3 ADO16 was the smaller steering wheel which improved the driving position, and the round instruments.

    The Fiat 128 was certainly a new European competitor, with a choice of two engine sizes and these with a SOHC design. However it too did not offer a hatchback, had a small (but easier accessible) boot and suffered from a new term called “torque steer” due to its uneven length drive shafts.

    The Volkswagen Golf was a mighty advancement and execution of quality design for the FWD hatchback and has commanded the market ever since!

    I owned many ADO16 models over the years and still recall my first drive of a Morris 1100 in 1963. The power, smoothness and fun was astonishing. The ride was fabulous and yet it could go round corners with no body lean and the cornering grip was amazing!
    I graduated to an MG1100, a Mk2 Morris 1300, a 1300GT and finally bought a Mk3 1100 for the wife. What a disappointment – I traded it for a Honda Civic Station Wagon!

    The ADO16 was an absolute winner for BMC. However they never understood the need to keep improving and to plan a replacement that could be introduced while still at the top of the market. They just sat back and revelled in the sales until it was too late. Ford however, were masters of this with the Cortina!

    • I agree with Frank, the ADO16’s were appealing cars, particularly the 1300 versions. Very roomy indoors. My brother had a H reg Morris 1300GT in burnt orange colour which looked good with the black grille, vinyl roof & sports wheelcovers. It had a good turn of speed too. I think the GT models were just as good as an MG1300 in those days.

  14. Was a slightly longer wheelbase considered for ADO16 or ADO22 in the same vein as the Mini, which featured two different wheelbases with the existing Mini and Minivan variants?

  15. Excellent article, I learned many things of which I was previously unaware! Our family owned 3 examples of this design. The first was a 1968 Austin 1100 4-door, beige with red interior, that was purchased as a second car for my mother to drive. In the end she never did feel confident enough for driving, and I was too young to be licensed, so it became an occasional car for a few years. I remember my parents and I going on a vacation trip for a few days in it and being quite happy with the ride, room and comfort. I quite liked it although with the AP 4-speed automatic it was rather slow. My two older brothers bought 2-door Austin Americas in 1970, one dark green, one maroon red, both manual shift with black interior. They were much more zippy than the 1100 of course and gave good service for them and their young families for a few years before they both felt the need to purchase a larger car for family activities. All our examples were good cars and it is a shame further development of the model was not well-done.

    • When the Vanden Plas 1300 was introduced, this really was a good luxury small car and had a considerable increase in power over the 1100 version. There really wasn’t anything in 1967 that came anything near this car in terms of luxury and refinement. as anything else in the 1300cc class waa considered basic motoring.

      • Triumph 1300 launched in 1965 came close, only lacking leather upholstery and pic-nic tables. My father changed his ADO16 1300 for one, it was a much nicer car in every way. The TC had a useful uplift in power over the standard single carb.

  16. My job is not to design fashion accessories or status symbols, but motorcars — things that travel as efficiently as possible from A to B….. Issigonis 1962

    If only the car designers of today would live by of the above statement
    .
    The little-man big-car SUV syndrome and mutton-dressed- as- lamb innovation, an example the curry hook!

    • By the 1970s the car buying public was thinking otherwise & the alarm bells had been ringing when the Landcrab was launched.

  17. “In January 1974 Charles Griffin, now Director of Advanced Engineering at Austin-Morris, instigated the ADO88 supermini project, later to evolve into the Metro. He stated to Graham Robson in 1997: ‘If you look at the Metro, you’ll see it has the same interior volume as the 1100, but it was only a few inches longer and very little wider than the Mini.’ However, there is no record that BLMC ever investigated using the ADO16 platform as the basis for the corporation’s new supermini, as many pundits have suggested they should have.”

    How easy would it have been to replicate the Metro on an ADO16 platform (if not the stillborn ADO22 platform) with the same interior volume as the latter, providing of course the Metro (or early equivalent) was able to be successfully replicated short of a clean sheet carry over approach like on the Allegro?

    Another question that comes to mind is how much commonalty was there between the Metro and ADO16 to begin with, let alone between the Mini and Metro?

    Especially considering component sharing between the Mini and ADO16 was about 30% (that figure likely to have been further improved upon with the ADO20 and ADO22 projects had the latter reached production)?

    • I entertain grave doubts about Griffin’s proposition that Metro and ADO16 had the same interior volume . Certainly having owned both , albeit about 19 years apart, I would have said that ADO16 was considerably bigger, particularly in interior width . Both cars were splendidly packaged for their size, but that does not mean that they were the same

      • Would agree Griffin was likely exaggerating with his comparison of the interior volume between the Metro and ADO16.

        It is easy to see how under better circumstances, it was within the company’s capability to field its own relatively low-cost yet still competitive trio of related A-C Segment models for the 70s, without needing to embrace more costly clean sheet proposals against the likes of the A112, 127 and 128 by Fiat as well as the Peugeot 104 (plus SWB model) and Renault 14 joint-project by Peugeot/Renault.

  18. Not quite on the topic here but does anybody know how in the 1960’s the dealerships worked in respect to the various BMC brands. So if you had an Austin dealership in your town did that dealership only offer Austin products or did they market other brands such as Riley or if you wanted a Riley did you go to a Riley dealership. I’m curious as to how it worked regarding a particular car. Say you wanted an Austin Cambridge and went to an Austin dealer and having looked at said car decided it was ok but a bit basic and you could afford a bit more was it possible to upgrade at that dealership to a more expensive model say a Farina MG or Riley. Sorry this is a bit rambling. I other words to buy a particular Farina B series was it only possible to buy a particular model by going to the actual dealership for the car or did some brands group together. I’m assuming Austin and Morris never but other combinations?

    • Simon : I should know the answer, because I was the Financial Director of a BLMC distributor in the 1970s, but I’m afraid I have forgotten the details. However, the answer probably arises from the historic associations between the brands. Austin was, until the formation of BMC c 1952, essentially on its own, except for the Austin healey and Vanden Plas offshoots . In contrast Morris at the time of the merger was known as the Nuffield Organisation and comprised Morris, MG, Wolseley, and Riley, the Morris Commercial arm and the SU Company . To a large extent the dealerships tended to follow that branding, so that you bought Austin from one garage, but the identical badge-engineered Morris / MG or Riley or Wolseley from a former Nuffield outlet . That as I recall began to breakdown with the introduction of the Marina as far as the BMC cars were concerned, but Triumph as far as I can remember usually stayed in separate dealerships

      • Some Triumph dealerships also sold Rovers & Jaguars, possible in places that weren’t big enough to have separate showrooms.

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