BMC ADO16

BMC ADO16

Morris 1100 Mark II
Overview
Manufacturer
Production Austin: 1963–1974
MG: 1962-1973
Morris: 1962–71
Riley: 1962-1969
Vanden Plas: 1964-1974
Wolseley: 1965-1973
Assembly Longbridge, Birmingham, United Kingdom
Cowley, Oxford, United Kingdom
Designer Sir Alec Issigonis
Body and chassis
Class Compact car / Small family car (C)
Body style
Layout Front engine, front-wheel drive
Powertrain
Engine
Dimensions
Wheelbase 93.5 in (2,375 mm)
Length 146.65 in (3,725 mm)
(saloon & estate)
Width 60.38 in (1,534 mm)
Height 53 in (1,346 mm)
Kerb weight 1,834 lb (832 kg) approx
Chronology
Predecessor Austin A40 Farina
Riley One-Point-Five
Wolseley 1500
Successor Austin Allegro (Austin)
MG Maestro (MG)
Morris Marina (Morris)
Vanden Plas 1500 (Vanden Plas)

The BMC ADO16 (Amalgamated Drawing Office project number 16)[1] is a family of small family cars built by the British Motor Corporation (BMC) and, later, British Leyland. It was launched in 1962 and for most of the next decade the ADO16 was the UK's best-selling car.

The ADO16 was marketed under various make and model names, however the Austin 1100 and Morris 1100 (or simply just the 1100) were the most prolific of all the ADO16 variants. The various nameplates that the model series were marketed under are listed below:

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

The vehicle was launched as the Morris 1100 on 15 August 1962. The range was expanded to include several rebadged versions, including the twin-carburettor MG 1100 (introduced at the end of September 1962[7]), the Austin 1100 (August 1963),[8] the Vanden Plas Princess 1100 (October 1963)[9] and finally the Wolseley 1100 (1965) and Riley Kestrel (1965). The Morris badged 1100/1300 models were discontinued on the launch of the Morris Marina in 1971, but Austin and Vanden Plas versions remained in production in the UK until June 1974.

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

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

For most of its production life, the AD016 was Britain's best selling car.

Design and development

The ADO16 (Amalgamated Drawing Office project number 16) was designed by Alec Issigonis. Following his success with the Mini, Issigonis set out to design a larger and more sophisticated car which incorporated more advanced features and innovations. In common with the Mini, the ADO16 was designed around the BMC A-Series engine, mounted transversely and driving the front wheels. As well as single piston swinging caliper disc brakes at the front, which were not common on mass-produced cars in the early 1960s, the ADO16 featured a Hydrolastic interconnected fluid suspension system designed by Alex Moulton. The mechanically interconnected Citroen 2CV suspension was assessed in the mid-1950s by Alec Issigonis and Alex Moulton (according to an interview by Moulton with CAR magazine in the late 1990s), and was an inspiration in the design of the Hydrolastic suspension system for the Mini and Austin 1100, to try to keep the benefits of the 2CV system (ride comfort, body levelling, keeping the roadwheel under good control and the tyre in contact with the road), but with added roll stiffness that the 2CV lacked. Pininfarina, the Italian styling studio which had worked with BMC before on the Austin A40 Farina, was commissioned to style the car. ADO16 had comparable interior space to the larger Ford Cortina.

BMC engineer Charles Griffin took over development work from Issigonis at the end of the 1950s while Issigonis completed work on the Mini. Griffin ensured the 1100 had high levels of refinement, comfort and presentation. Griffin would later have overall responsibility for the Princess, Metro, Maestro and Montego ranges.[10]

The ADO16 range sold 2.1 million units between 1962 and 1974, more than half of those being sold on the UK home market.[10]

Autocar reports in October 1973, while the car is still in production that approximately 2,365,420 ADO16's had been produced.[11]

Mark I (1962–67)

Morris 1300 MKII
Austin 1300 Mark III
1969 MG 1300 Mk. II two-door saloon
Morris 1300 Mark II 2 door Saloon
Riley Kestrel
Vanden Plas Princess 1100
Wolseley 1300

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

The Mark I Austin / Morris 1100 was available, initially, only as a four-door saloon. In March 1966 a three-door station wagon became available, badged as the Morris 1100 Traveller or the Austin 1100 Countryman.[12] Domestic market customers looking for a two-door saloon would have to await the arrival in 1967 of the Mark II version, although the two-door 1100 saloon had by now been introduced to certain oversea markets, including the United States where a 2-door MG 1100 was offered.

An Automotive Products (AP) four-speed automatic transmission was added as an option in November 1965.[13] In order to avoid the serious levels of power loss then typical in small-engined cars with automatic transmission the manufacturers incorporated a new carburettor and a higher compression ratio in the new 1965 automatic transmission cars: indeed a press report of the time found very little power loss in the automatic 1100, though the same report expressed the suspicion that this might in part reflect the unusually high level of power loss resulting from the way in which the installation of the transversely mounted "normal" manual gear box had been engineered.[14]

Engine

Mark II (1967–71)

At the end of May 1967, BMC announced the fitting of a larger 1275 cc engine to the MG, Riley Kestrel, Vanden Plas and Wolseley variants.[15] The new car combined the 1275 cc engine block already familiar to drivers of newer Mini Cooper S and Austin-Healey Sprite models with the 1100 transmission, its gear ratios remaining unchanged for the larger engine, but the final-drive being significantly more highly geared.[15]

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

Unusually for cars at this end of the market, domestic market waiting lists of several months accumulated for the 1300-engined cars during the closing months of 1967 and well into 1968.[16] The manufacturers explained that following the devaluation of the British Pound in the Fall / Autumn of 1967 they were working flat out to satisfy export market demand, but impatient British would-be customers could be reassured that export sales of the 1300s were "going very well".[16] MG, Wolseley, Riley and Vanden Plas variants with the 1300 engines were already available on the home market in very limited quantities, and Austin and Morris versions would begin to be "available here in small quantities in March 1968".[16]

The addition of a larger engined model to the AD016 range came at a time when most cars of this size were now available with larger engines than the 1100cc unit which until then had been the only engine available in the whole range. Its key rivals in the 1960s were the Vauxhall Viva (in HA form from 1963 and HB form from 1966) and the Ford Anglia (and from the end of 1967, the Anglia's successor, the Escort). From 1970, it had gained another fresh rival in the form of the HC Viva, and also from a new Rootes Group model, the Hillman Avenger.

On the outside, a slightly wider front grille, extending a little beneath the headlights, and with a fussier detailing, differentiated Austin / Morris Mark IIs from their Mark I predecessors, along with a slightly smoother tail light fitting which also found its way onto the FX4 London taxi of the time. Austin and Morris grilles were again differentiated, the Austin having wavy bars and the Morris straight ones. The 1100 had been introduced with synchromesh on the top three ratios: all synchromesh manual gearboxes were introduced with the 1275 cc models at the end of 1967 and found their way into 1098 cc cars a few months later.[17]

Mark II versions of the MG, Riley, Vanden Plas and Wolseley were introduced in October 1968, at which time Riley abandoned the Kestrel name. The Riley 1300 Mark II was cancelled in July 1969,[18] and signalled the demise of the Riley marque, proving to be a shade of things to come as the 1970s would see British Leyland discontinue the Wolseley marque and sell most of its model ranges under a solitary brand.

At the London Motor Show in October 1969 the manufacturers introduced the Austin / Morris 1300 GT, featuring the same 1275 cc twin carburetter engine as that installed in the MG 1300, but with a black full width grill, a black vinyl roof and a thick black metal strip along the side.[19] This was BMC's answer to the Ford Escort GT and its Vauxhall counterpart.[19] Ride height on the Austin / Morris 1300 GT was fractionally lowered through the reduction of the Hydrolastic fluid pressure from 225 to 205 psi.[19]

Engine

During 1970, despite being fundamentally little changed since the introduction of the Morris 1100 in 1962, the Austin/Morris 1100/1300 retained its position as Britain's top-selling car, with 132,965 vehicles registered as against 123,025 for the Ford Cortina, in that year entering its third incarnation.[20] By the time the two millionth ADO16 was produced, at the end of June 1971,[13] the Morris-badged version of the car had been withdrawn in order to create space in the range and in the showrooms for the Morris Marina.[13] 1970 turned out to be the 1100/1300's last year at the top of the UK charts.

Mark III (1971–74)

The Mark III models were introduced in September 1971. At the launch of the Morris 1100 in 1962 the manufacturer stated that they intended for the ADO16 models to remain in production for at least ten years,[21] which despite BMC's vicissitudes through the 1960s turned out to be reasonably prescient. The range was gradually reduced, with the MG 1300 dropped in 1971 and the Wolseley 1300 in 1973. The final British ADO16, a Vanden Plas Princess 1300, left the factory on 19 June 1974. The ADO16 was replaced by the Austin Allegro, which had been launched in April 1973, and the luxury Vanden Plas 1500 version of the Allegro debuted in 1975.

By this time, its original rival, the Ford Cortina, had long since grown larger, putting ADO16 into the small, rather than medium-sized class, which British Leyland was now competing in with the Austin Maxi, Morris Marina and Triumph Dolomite, as well as the long-running 1800 saloons. The AD016's final key rivals were the Ford Escort, Vauxhall Viva and Hillman Avenger. Foreign cars were also becoming increasingly popular on the UK market during the early 1970s, with perhaps the biggest imported rival to the ADO16 being the Datsun Sunny from Japan.

Engine

ADO16 timeline

Legacy

As of February 2016 it was reported that 640 examples were still on UK roads.[43]

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

ADO16 overseas

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

The car was sold with various names in different markets.

In Spain it was sold as Morris, Austin and MG, starting production in the Pamplona Authi (Automóviles de Turismo Hispano Ingleses) factory in 1966,[44][45][46][47] and evolving by 1972 into the Austin Victoria.

In Denmark the ADO16 bore the Morris Marina name. The MG models were sold as the MG Sports Sedan there, as it was in North America from 1962, and was available with a two-door bodyshell that was unavailable in the UK until 1968. The Vanden Plas Princess was briefly the MG Princess 1100 in North America, while that market also saw an unusual two-door Austin 1100 (with a hybrid of Mark I and Mark II components). In the Netherlands the Austin version was sold as the Austin Glider.

The Austin America was sold in the US, Canada and Switzerland between 1968 and 1972. This two-door version of the car featured a 60 bhp (45 kW) 1275 cc engine. Various modifications were made to suit the US market including an "anti-pollution air injection system", a split circuit braking system, rocker switches in place of some of the dashboard mounted knobs, a "hazard warning system" and flush door locks.[48]

The ADO16 also formed the basis of the Australian Morris 1500 sedan (coded YDO15 [35]), Morris 1300 sedan (YDO15 [35]) and Morris Nomad five-door (YDO9 [35]), the Italian Innocenti Morris IM3 and Austin I4 and I5, the more powerful South African [49] Austin, Morris and Wolseley 11/55 [5] and Austin Apache and the Spanish Austin Victoria and the Austin de Luxe of 1974 to 1977, which had a 998 cc engine.

The Austin Apache was produced until 1977, the last of the ADO16 line.

References

  1. John Baker, Austin Memories p185 "Contrary to popular belief ADO does not stand for Austin Drawing Office. In fact it stands for Amalgamated Drawing Office"
  2. 1 2 3 4 5 Also known as : BMC 1100/1300, www.aronline.co.uk Retrieved on 3 November 2016
  3. 1 2 BMC 1100/1300 : Italian variations, www.aronline.co.uk Retrieved 3 November 2016
  4. MG Princess, www.ado16.info Retrieved 3 November 2016
  5. 1 2 3 Timeline 1968, www.ado16.info Retrieved on 3 November 2016
  6. Michael Sedgwick & Mark Gillies, A-Z of Cars 1945–1970, Temple Press, 1986, page 165
  7. Blunsden, John (October 1962). "MGB och 1100". Illustrerad Motor Sport (in Swedish). No. 10. Lerum, Sweden. p. 28.
  8. 1 2 Austin. The Times, Friday, Sep 06, 1963; pg. 9; Issue 55799.
  9. 1 2 3 Princess 1100. The Times, Wednesday, Oct 16, 1963; pg. 15; Issue 55833
  10. 1 2 Obituary. Charles Griffin, The Times, Friday, 26 November 1999; pg. 31; Issue 66682
  11. Autocar, Used Car Choice, BLMC 1100/1300, 4 October 1973
  12. "1966 New Models". Autocar. 124. Vol. (nbr 3656). 11 March 1966. pp. 484–486.
  13. 1 2 3 "Motorweek: Ado 16 – 2 million". The Motor. nbr. Vol. 3609. 3 July 1971. p. 49.
  14. "News desk: ADO Automatic". CAR (incorporating Small CAR): 1. November 1965.
  15. 1 2 "Autocar Road Test: Riley Kestrel 1275. Familiar BMC model with latest engine option. Only 3 more peak bhp, but much improved torque...Increased performance throughout range. Higher overall gearing gives more restful cruising, less mechanical noise and much improved fuel consumption. Ride and handling as excellent as ever.". Autocar. 126. Vol. (nbr 3721). 8 June 1967. pp. 13–16.
  16. 1 2 3 "News and views: Those BMC 1300s". Autocar. 8 February 1968. p. 59.
  17. "Morris 1300 impressions". Autocar. 127. Vol. nbr 3749. 21 December 1967. pp. 14–16.
  18. Sedgwick, M.; Gillies (1986). A–Z of cars 1945–1970. UK: Bay View Books. ISBN 1-870979-39-7.
  19. 1 2 3 "Motor Brief Test 55/69: Morris 1300GT". Motor. nbr. Vol. 3518. 22 November 1969. pp. 17–19.
  20. "British Cars". Autocar. 134. Vol. (nbr 3920). 13 May 1971. pp. 42–45.
  21. "Used cars on test: 1963 Morris 1100". Autocar. 125. Vol. nbr 3681. 2 September 1966. pp. 514–516.
  22. Car (South Africa) July 1963
  23. Car (South Africa) August 1963
  24. Australian Morris 1100 features Retrieved: 10 November 2008
  25. BMC 12/12 Warranted Accessories catalogue. Retrieved: 10 November 2008
  26. Car (South Africa) September 1966
  27. Safety Fast September 1967
  28. Marques : Vanden Plas, www.aronline.co.uk Retrieved on 11 January 2012
  29. 1 2 Car (South Africa) April 1968
  30. Safety Fast May 1968
  31. "Twin SUs again on BMC 1300s". Autocar. 128. Vol. (nbr 3775). 20 June 1968. p. 23.
  32. Car (South Africa) December 1968
  33. Development history, www.elevenhundred.com Retrieved 11 April 2015
  34. Australian 1100 production Retrieved: 10 November 2008
  35. 1 2 3 4 BMC-Leyland Australia Heritage Group, Building Cars in Australia - Morris. Austin, BMC and Leyland 1950-1975, page 216
  36. Car (South Africa) September 1969
  37. 1 2 Motorman Sept 1972
  38. Austin 1300, www.classiccars.co.uk Retrieved 5 July 2016
  39. 1 2 "The best of the British car industry". AROnline. Retrieved 14 July 2012.
  40. Motorman November 1975
  41. Assembly, New Zealand Car Production 1921-98, Mark Webster, ISBN 0 7900 0846 7
  42. Car (South Africa) May 1976
  43. "Spanish Morris 1100" (in Spanish). Pruebas.pieldetoro.net. Retrieved 29 November 2010.
  44. "Spanish Austin de luxe" (in Spanish). Pruebas.pieldetoro.net. Retrieved 29 November 2010.
  45. "Spanish Austin 1300" (in Spanish). Pruebas.pieldetoro.net. Retrieved 29 November 2010.
  46. "Spanish MG 1300" (in Spanish). Pruebas.pieldetoro.net. Retrieved 29 November 2010.
  47. "Austin America: Automatic [BMC] 1300 tailored exclusively to US requirements". Autocar. 128. Vol. (nbr 3762). 21 March 1968. pp. 24–25.
  48. Austin 11/55, www.aronline.co.uk Retrieved on 26 September 2013
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