1969 Riley Kestrel

In the early 1960s BMC took the mastery of packaging, transverse engine, Hydrolastic suspension and front-wheel-drive road manners found in the Austin and Morris ADO16 and added a high degree of comfort. The result was the formidable package offered by the 1100 and 1300 line offered by MG, Riley, Vanden Plas and Wolseley.

The MG 1100 was the first badge-engineered version of the BMC ADO16 range, costing £713 9s 7d. It offered more power than its Morris cousin – 55bhp as opposed to 48bhp – thanks to a higher compression ratio and twin SU carburettors. A trio recorder, heater and a wood-generated dashboard were standard, and the top speed was 88mph. Home market customers were offered the four-door body as two-door versions were mainly destined for the US as the ‘MG Sports Sedan’.

A year later, one of the stars of the Earls Court Motor Show was a Vanden Plas version of the 1100. The engine was the same as the MG, but the package included fog and reversing lamps, full instrumentation, fresh air ventilation, a cigar lighter, folding armrests on all seats, with reclining backrests for occupants in the front. Naturally, there were also rear picnic tables and a cabin trimmed in the finest leather and walnut with pile carpet covering the floor. Full production commenced in 1964 and although £895 14s 7d was very expensive for a small car – nearly £200 more than the MG - the Princess 1100 immediately appealed to the Margo Ledbetters of the Home Counties.

In 1965, the Wolseley 1100 and Riley Kestrel replaced the 1500 / One Point Five, both having hide trim. The former cost £754 7s 1d and had the MG’s strip speedometer while the latter had circular dials including a rev counter.

The BMC 1.3 litre A-series engine, in single carburettor form, became available on the four upmarket versions of the ADO16 from June 1967 onwards, with ‘1275’ badging. Four months later, the coachwork received the cropped fin look of the Austin / Morris 1100 / 1300 Mk 2 and a 4-speed automatic transmission was now an option. The MG 1300 was finally available as a two-door saloon in the UK, although this body was not shared with the Riley, Wolseley or Vanden Plas. Mk 2 1100s were dropped in early 1968, as was the four-door MG 1300. October 1968 saw the MG and Riley 1300 (the Kestrel badge was never used on the 1.3-litre models) gain a more powerful engine with a close-ratio gearbox. The top speed was now 97mph, and the MG also had more comprehensive instrumentation. The prices ranged from £911 for the MG to £935 for the Riley.

The Riley 1300 (and, sadly, the marque) ceased production in July 1969 and British market sales of the MG 1300 ended in September 1971. CKD kits continued for export until April 1973; the Wolseley 1300 was discontinued in the same month. The last Vanden Plas 1300 left the production lines in 1974.

As with the Austin and the Morris, there were export and overseas-built derivatives of note; a GRP-bodied MG 1300 was made in Chile, US consumers were offered an Octagon-badged MG Princess 1100.

The 1100’s engine was the 1,098cc A-series plant with twin SU carburettors, although the very early 1300s have a single SU HS4 carburettor. Most potent of all are the MG and Riley 1300s with two SU HS2 carbs. The 1.1-litre models have no synchromesh on first gear, and the automatic transmission is the 4-speed AP box.

All these cars have the virtues (and the vices) of the basic model 1100 and 1300s with extra performance and luxury. The MG 1300 two-door is a genuine Cooper S alternative, and the Riley 1300 is a very underrated sports saloon. The Wolseley is a delightful example of 1960s suburbia in automotive form and just think of the Vanden Plas as a miniature Silver Cloud with the manoeuvrability of a Mini.

Problems for potential buyers are along the lines of the Austin / Morris 1100 / 1300 - rust eating the sub frame, hydraulic suspension pipes, sills and wheel arches to name but a few vulnerable points – with the additional challenge and cost of repairing a leather upholstered interior.

The British Motor Corporation did indulge in badge-engineering during the 1960s, but this does not prevent the most expensive versions of the ADO16 from being very desirable cars in their own right.

Alternatives include the Triumph Herald 12/50 and 1300, the Vauxhall Viva HB SL90, the Ford Escort GT Mk 1, the Fiat 1100R, the Peugeot 304 and the Renault 8S.