1970 Austin 1300

A compact 4/5-seater saloon with a transversely mounted 1.1-litre S4 OHV engine driving the front wheels and Hydrolastic fluid independent suspension - in the autumn of 1962, this was automotive science-fiction. And indeed the first versions of BMC’s ADO16 were the most advanced car of its size anywhere in the world.

Morris 1100 commenced in March 1962 with the official launch on 15th August; the standard model cost £674 15s 3d and the De Luxe (twin sun visors and front door pockets) £695 7s 5d. The Austin 1100, with different fascia and ‘crinkle-cut’ radiator grille, debuted on 6th September of the following year. The standard body was a four-door saloon, with a two-door version for overseas customers.

A 4-speed automatic transmission became an option in November 1965, and March 1966 saw the debut of the Austin 1100 Countryman (as subsequently thrashed by Basil Fawlty) and its Morris 1100 Traveller counterpart. The price was £711 11s 3d and despite their enhanced load capacity they were the same width and length as the saloon. All models were available with reclining front seats by late 1966 and on the estate versions, the rear backrest could be similarly adjusted, to make a double bed.

In October 1967 the ADO was facelifted as a Mk 2, gaining a new radiator grille and losing the prominent taillights on the saloon – prices started at £699. Instrumentation was largely the same for Morris and Austin models, and there was also the long overdue option of the 1.3-litre A series engine (although deliveries would not commence until March 1968. Two-door models were now available on the home market. The Austin/Morris 130 also had an all-synchromesh box, which was fitted to the 1100 Mk 2 from October 1968 onwards.

One year later, the 1300GT replaced the Riley 1300 (q.v.), its 70 bhp twin carb engine, vinyl roof, slightly lowered suspension and tachometer all apparently designed to appeal to any weekend boy racer with £910 to spend. The GT was initially badge as both Austin and Morris – only British Leyland could rationalise a range by replacing one model with two.

All Morris-badged saloons ceased production in mid-1971 and the Austin 1100/1300 Mk III debuted in September of that year, with a base price of £833. These were recognisable via their black grilles and the two-door 1100 De Luxe with its Mini style speedometer, and Spartan fittings proved very popular as a police Panda car. In 1972 the more expensive models gained some exceedingly fake looking plastic ‘wood’ dashboards.

The Morris 1300 Travellers ceased production in 1973 and all remaining British market Austins in June of the following year. The ADO16 was also extensively built abroad, most intriguingly as the long booted Austin Apache (South Africa) and Victoria (Spain), and the Morris 1500/Nomad with Maxi’s 1.5-litre OHC E-series engine. The Nomad also boasted a rear hatchback door.

The 1100 engine was the 1,098cc A-series unit, and the 1300 had the 1,298cc plant with a single carburettor. The GTs have twin SU carburettors. The early 1100s lack synchromesh on first gear, and the automatic transmission is an AP box.

Put simply; a well-sorted ADO16 has all of the charms, verve and ‘bus driver’ front seating of the Mini with more space, more comfort and, on many examples, four doors. Try one and you will find it easy to understand why it was Britain’s best-selling car for many years.

Aficionados of the Austin/Morris 1100/1300 will not be surprised to read that the biggest problem is rust. The floor and rear sub-frame were particularly vulnerable but do investigate all parts of the body. Blue exhaust smoke is the sign of a weary A-series engine, and some cabin trim can be hard to source. The ADO16 range was underdeveloped by its manufacturer, who saw badge-engineering as a substitute for real engineering development and who also did not pay enough attention to quality control. But this does not prevent the 1100/1300 from being as important to the history of British motoring as the Mini.

Early UK-built rivals included the Ford 105E Anglia, the Hillman Imp, the Triumph Herald, and the Vauxhall Viva HA. Front-wheel-drive competitors from overseas ranged from the Simca 1100, Fiat 128 and Citroen GS, to the Datsun 100A Cherry and Honda Civic Mk 1.