69-579: The BMC ADO16 is a range of small family cars built by the British Motor Corporation (BMC) and, later, British Leyland . Launched in 1962, it was Britain's best-selling car from 1963 to 1966 and from 1968 to 1971. The ADO16 was marketed under various make and model names; however, the Austin 1100 and Morris 1100 were the most prolific of all the ADO16 variants. The car's ubiquity at
138-513: A facility for making CKD cars, to the total local fabrication and construction of vehicles, engines, and mechanicals. Denmark was a particularly strong market for BMC products in Europe. In the postwar period, the Danish government closely regulated exports and imports to maintain the country's balance of trade . High-value imports such as cars were heavily taxed. From 1963 to 1975, a company
207-802: A new Farina body style and most were renamed. These were the Austin A60 Cambridge , MG Magnette Mk. IV , Morris Oxford VI , Riley 4/72 , and Wolseley 16/60 , and in 1964 the Siam Magnette 1622 alongside the Siam Di Tella in Argentina. Most remained in production until 1968, with no rear-wheel drive replacement produced. The third and largest Farina car was the Austin A99 Westminster / Vanden Plas Princess 3-Litre / Wolseley 6/99 , launched in 1959. They used
276-402: A regular group test under the 'Giant Test' name, which was originally developed by the magazine in the 1960s. It also features 'newcomer' first drives of new cars, interviews with significant figures in the motor industry and other features. The magazine was launched in 1962 as Small Car and Mini Owner incorporating Sporting Driver . It was renamed as Car in 1965. In the 1960s Car pioneered
345-682: 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 grille, a black vinyl roof and
414-750: A thick black metal strip along the side. This was BMC's answer to the Ford Escort GT and its Vauxhall counterpart . Ride height on the Austin / Morris 1300 GT was fractionally lowered through the reduction of the Hydrolastic fluid pressure from 225 to 205 psi. 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
483-565: A three-door estate became available, badged as the Morris 1100 Traveller or the Austin 1100 Countryman. Domestic market customers looking for a two-door saloon would have to await the arrival in 1967 of the Mark II version, although the two-door 1100 saloon had by now been introduced to certain overseas markets, including the United States where a two-door MG 1100 was offered. An Automotive Products (AP) four-speed automatic transmission
552-604: A time when British manufacturing industry was in decline and decided that the remedy was to promote more mergers, particularly in the motor industry. Chrysler was already buying into the Rootes Group , and Leyland Motors had acquired Standard Triumph in 1961 (and would buy Rover in 1967), becoming a major automotive force. BMC was suffering a dramatic drop in its share of the home market. Tony Benn , appointed Minister of Technology in July 1966, brought pressure to bear on
621-498: A wide range of cars under brand names including Austin, Morris, MG, Austin-Healey , Riley, and Wolseley, as well as commercial vehicles and agricultural tractors . The first chairman was Lord Nuffield ( William Morris ), but he was replaced at the end of 1952 by Austin's Leonard Lord , who continued in that role until his 65th birthday in 1961, but handing over, in theory at least, the managing director responsibilities to his deputy George Harriman in 1956. BMC's headquarters were at
690-570: Is a British automotive enthusiast magazine published monthly by Bauer Consumer Media . International editions are published or licensed by Bauer Automotive in South Korea (since March 2016), Brazil, China, Greece, India, Italy (through 2019), Malaysia (from December 2012 to March 2017, through Astro ), Mexico , the Middle East, Romania , Russia, South Africa (under the title topcar ), Spain, Thailand and Turkey. Car features
759-539: The Austin A40 Farina . This is considered by many to be the first mass-produced hatchback car: a small estate version was produced with a horizontally split tailgate, its size and configuration would today be considered that of a small hatchback. A Mark II A40 Farina appeared in 1961 and was produced through 1967. These small cars used the A-Series engine. The mid-sized Farinas were launched in 1958 with
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#1732786966403828-855: The Austin Victoria . In Denmark the ADO16 bore the Morris Marina name from 1962 to 1972 - the same name as the British-built and better-known range of saloons produced in the British Leyland range from 1971 to 1980. The MG models were sold as the MG Sports Sedan there, as it was in North America from 1962, and was available with a two-door bodyshell that was unavailable in the UK until 1968. The Vanden Plas Princess
897-599: The Ford Cortina , in that year entering its third incarnation. By the time the two millionth ADO16 was produced, at the end of June 1971, 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 . 1971 turned out to be the 1100/1300's last year at the top of the UK charts. The Mark III models were introduced in September 1971. At
966-695: The Labour British government and Minister of Technology Tony Benn , a further wave of mergers occurred in the British car industry. BMH merged with the Leyland Motor Corporation (LMC) to form the British Leyland Motor Corporation (BLMC). BMC Ltd (which contained most of the operations of the former British Motor Corporation) remained a subsidiary company of BLMC after the merger, although its name
1035-671: The Mini , Issigonis set out to design a larger and more sophisticated car which incorporated more advanced features and innovations. Pininfarina , the Italian styling studio that had worked with BMC before on the Austin A40 Farina , was commissioned to style the car. ADO16 had comparable interior space to the larger Ford Cortina . In common with the Mini, the ADO16 was designed around the BMC A-Series engine , mounted transversely and driving
1104-763: The Morris and Austin businesses. BMC acquired the shares in Morris Motors and the Austin Motor Company. Morris Motors, the holding company of the productive businesses of the Nuffield Organization , owned MG , Riley , and Wolseley . The agreed exchange of shares in Morris or Austin for shares in the new holding company, BMC, became effective in mid-April 1952. In September 1965, BMC took control of its major supplier of bodies, Pressed Steel , acquiring Jaguar's body supplier in
1173-709: The Morris Marina and the Austin Allegro . The ADO16 was marketed under the following make and model names: In line with BMC's policy at the time, Austin badged versions of the ADO16 were built at Longbridge, whilst Morris and MG versions were assembled at Cowley. However, some were also built in Spain by Authi , in Italy by Innocenti , in Yugoslavia (Slovenia) by IMV , and at the company's own plant in Belgium. It
1242-851: The Wolseley 15/60 . Other members of the group included the Riley 4/68 , Austin A55 Cambridge Mk. II , MG Magnette Mk. III , and Morris Oxford V . Later, the design was licensed in Argentina and produced as the Siam Di Tella 1500, Traveller station wagon and Argenta pick-up. The mid-size cars used the B-Series straight-4 engine. Most of these cars lasted until 1961, though the Di Tellas remained until 1966. They were replaced with
1311-629: 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. 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 ( Au tomóviles de T urismo H ispano I ngleses ) factory in 1966, and evolving by 1972 into
1380-604: The 'Car of The Year' (COTY) competition that was subsequently decided by motoring journalists on a Europe wide basis. In the 1960s, 1970s and 1980s Car was far ahead of other motoring magazines for the quality and depth of its writing, artwork and photography. Significant contributors during the magazine's heyday included Henry N. Manney III , Douglas Blain, George Bishop , LJK Setright , Ronald Barker, Mel Nichols, Steve Cropley, Russell Bulgin , Philip Llewellin , James May , Stephen Bayley , Alexei Sayle and Rowan Atkinson . LJK Setright in many insightful series of articles linked
1449-452: The 1100 transmission, its gear ratios remaining unchanged for the larger engine, but the final-drive being significantly more highly geared. 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
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#17327869664031518-815: The 1100 cc unit which until then had been the only engine available in the whole range. Its key rivals in the 1960s were the Vauxhall Viva (in HA form from 1963 and HB form from 1966) and the Ford Anglia (and from the end of 1967, the Anglia's successor, the Escort ). From 1970, it had gained another fresh rival in the form of the HC Viva, and also from a new Rootes Group model, the Hillman Avenger . On
1587-471: The 1300s were "going very well". 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". The addition of a larger engined model to the ADO16 range came at a time when most cars of this size were now available with larger engines than
1656-703: The 1960s, the precise figures quoted may be open to challenge, but the new management's diagnosis that BMC's profitability was insufficient to fund support and new model investment to cover its disparate range of brands and models was hard to refute. Throughout the 1960s, the failure of the United Kingdom to join the European Economic Community meant that the company could not exploit the lucrative European markets due to high import tariffs, whereas BMC's key rivals Ford and General Motors both had German subsidiaries producing and selling within
1725-612: The ADO16, it was replaced variously by the Austin Maxi (1969), the Morris Marina (1971), and the Austin Allegro (1973). The luxury Vanden Plas 1500 version of the Allegro debuted in 1975. By this time, its original rival, the Ford Cortina , had long since grown larger, putting ADO16 into the small, rather than medium-sized class, which British Leyland was now competing in with the Austin Maxi , Morris Marina as well as
1794-520: The Austin Longbridge plant , near Birmingham and Austin was the dominant partner in the group mainly because of the chairman. The use of Morris engine designs was dropped within three years and all new car designs were coded ADO from "Amalgamated Drawing Office". The Longbridge plant was up to date, having been thoroughly modernised in 1951, and compared very favourably to Nuffield's 16 different and often old-fashioned factories scattered over
1863-449: The BMC era, market share fell as did profitability and hence investment in new models, triggering the 1966 merger with Jaguar Cars to form British Motor Holdings (BMH), and the government-sponsored merger of BMH with Leyland Motor Corporation in 1968. At the time of the mergers, a well established dealership network was in place for each of the marques. Among the car-buying British public
1932-477: The Midlands . Austin's management systems, however, especially cost control and marketing, were not as good as Nuffield's and as the market changed from a shortage of cars to competition, this was to tell. The biggest-selling car, the Mini , was famously analysed by Ford Motor Company , which concluded that BMC must have been losing £30 on every one sold. The result was that although volumes held up well throughout
2001-511: 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. Autocar reports in October 1973, while the car was still in production, that approximately 2,365,420 ADO16s had been produced. The original Mark I models were distinctive for their use of a Hydrolastic suspension. Marketing material highlighted
2070-548: The Specialist Division. This basic structure remained in place right up until the creation of the Austin Rover Group in the early 1980s, by which time BLMC had been nationalised and renamed British Leyland Limited (later just BL plc), although by this time both Jaguar and Land Rover had been placed in their own independent subsidiaries which were separate from the old BMC/LMC divisions. Following
2139-471: 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
BMC ADO16 - Misplaced Pages Continue
2208-468: 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. The ADO16 also formed
2277-750: The basis of the Australian Morris 1500 sedan (coded YDO15 ), Morris 1300 sedan (YDO15 ) and Morris Nomad five-door (YDO9 ), the Italian Innocenti Morris IM3 and Austin I4 and I5, the more powerful South African Austin, Morris and Wolseley 11/55 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,
2346-477: The bloc, and were therefore immune from those import tariffs. In 2002, BMC (Turkey) , a Turkish commercial vehicle builder, originally set up by the British Motor Corporation to build its designs under licence in the 1950s, began exporting its vehicles to Britain. This allowed the return of the BMC brand to British roads for the first time in over 40 years. Car (magazine) Car
2415-607: The creation of British Leyland – notable models being the Austin Allegro (ADO67) and the prototype version of the Austin Metro (ADO88). Most BMC-era commercial vehicles were sold as Morris, but there were sometimes Austin equivalents. Radiator badges on the larger vehicles were often BMC. With the merger of the Nuffield and Austin interests, the Nuffield Organization 's tractor range, the Nuffield Universal ,
2484-568: The design was not taken up by the then merged British Leyland . This was after BMC had investigated a Mini shaped version. The 1800 version was however used by chief engineer Harry Webster and was known within the Austin Morris division as the Yellow Peril. British Motor Corporation The British Motor Corporation Limited ( BMC ) was a UK -based vehicle manufacturer formed in early 1952 to give effect to an agreed merger of
2553-503: The development and history of the motor car to its social, technological and historical contexts. Car was also renowned for its 'scoop' photos and drawings and took delight in the irritation it caused to car manufacturers by revealing new models ahead of release so that readers knew what was coming and could avoid buying a model that would soon be replaced. Car regularly featured the spy shots of German photographer Hans G. Lehmann , featuring his work with its own image-stamp emblazoned with
2622-528: The early casualties of the merger, as well as the introduction of the Mini Clubman , capable of being built for less, but sold for more than a standard Mini thanks to simplified ("modernised") front panels. Even the UK's best seller, the Austin/Morris 1100 , had to be subjected to an emergency cost-reduction programme which removed about £10 from the cost of each car, applying changes that included
2691-597: The factory. After the takeover of SEAT by Volkswagen, SEAT made an 'internal' resale of the Pamplona factory, formerly Authi, to Volkswagen, which soon started producing there the 'Polo'. In 1964, BMC Turkey was established in cooperation with the British Motor Corporation. The Turkish partners retained the 74% of the capital while 26% held by the UK-based British Motor Corporation. The Wilson Labour government (1964–1970) came to power at
2760-439: 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
2829-403: The height of its popularity led to it simply being known as the 1100 (eleven-hundred) in its home market. Also made with a 1275cc engine, it was then typically called 1300 . In production for 12 years, the ADO16 range sold 2.1 million units between 1962 and 1974, more than half of those being sold on the UK home market. British Leyland phased out the 1100/1300 between 1971 and 1974 in favour of
BMC ADO16 - Misplaced Pages Continue
2898-484: The industry. In mid-1965 BMC offered to buy its major supplier Pressed Steel and took control in September with 27,000 employees. Twelve months later, BMC merged with Jaguar Cars adding a further 7,000 employees. On 14 December 1966 BMC shareholders approved the change of its name to British Motor Holdings (BMH) and it took effect from that date. Little more than 12 months later in January 1968, under pressure from
2967-508: The large C-Series straight-6 engine. The large Farinas were updated in 1961 as the Austin A110 Westminster , Vanden Plas Princess 3-Litre Mk. II , and Wolseley 6/110 . These remained in production until 1968. Most BMC projects followed the earlier Austin practice of describing vehicles with an 'ADO' number (which stood for 'Austin Design Office' but after the merger 'Amalgamated Drawing Office'). Hence, cars that had more than one marque name (e.g. Morris Mini Minor and Austin Mini) would have
3036-400: The last of the ADO16 line, ending a production run of 15 years. In 1967 Pininfarina unveiled at the Turin Motor Show a concept car based on the BMC ADO17 (BMC 1800 aka the Landcrab) called the BMC 1800 Aerodinamica. The sleek design predated the Citroen CX by some seven years. The car was evaluated by BMC, and Pininfarina developed a further smaller model based on the BMC ADO16 model, but
3105-424: 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 tyres in contact with the road), but with added roll stiffness that the 2CV lacked. BMC engineer Charles Griffin took over development work from Issigonis at the end of the 1950s while Issigonis completed work on
3174-454: 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, which despite BMC's vicissitudes through the 1960s turned out to be reasonably prescient. The range was gradually reduced, with the MG 1300 dropped in 1971 and the Wolseley 1300 in 1973. The final British ADO16, a Vanden Plas Princess 1300, left the factory on 19 June 1974. When British Leyland replaced
3243-1075: The long-running Austin 1800 saloons. The ADO16's final key rivals were the Ford Escort , Vauxhall Viva and Hillman Avenger . Foreign cars were also becoming increasingly popular on the UK market during the early 1970s, with perhaps the biggest imported rival to the ADO16 being the Datsun Sunny from Japan . The range of models available in the United Kingdom more than doubled to twenty nine. Models available: Austin two-door: 1100 or 1300, Deluxe or Super Deluxe (4). Austin four-door: 1100 or 1300, Deluxe or Super Deluxe (4). Austin Countryman estate: 1100 or 1300 (Super Deluxe) (2). MG two-door: 1300 (1). MG four-door: 1100 or 1300 (2). Morris two-door: 1100 or 1300, Deluxe or Super Deluxe (4). Morris four-door: 1100 or 1300, Deluxe or Super Deluxe (4). Morris Traveller estate: 1100 or 1300 (Super Deluxe) (2). Riley Kestrel four-door: 1100 or 1300 (2). Wolseley four-door: 1100 or 1300 (2). Vanden Plas Princess four-door: 1100 or 1300 (2). As of February 2016 according to DVLA data there were 640 examples that were taxed and on UK roads. During
3312-401: 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. 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
3381-411: The merger with Leyland, a review of company records undertaken with the support of the new board, author Graham Turner stated that at the time of the merger, 16 versions of the Mini were being produced, yielding an average profit of just £16 per car, while every Morris Minor sold lost the group £9 and every Austin Westminster sold lost £17. This helps to explain why the Westminster and Minor were among
3450-412: The model at a single plant, rather than splitting it between plants at Cowley and Longbridge. Because of the high proportion of auto-production costs represented by fixed costs that needed to be allocated over a planned production volume, and the use in the 1960s of investment appraisal criteria that were ill-suited to accounting for volume fluctuations and the rapidly changing value of the UK currency in
3519-457: The omission of lead sealing from body joints (£2.40 per car), removing provision for optional reversing lamps (£0.10) and "changes in body finish" (£0.75). Rebuilding the Cowley plant to include "new automated body building facilities" saved £2.00 in transport costs per car for bodies that no longer needed to be transported from the corporation's Swindon plant and in the longer term further transport costs were saved by concentrating assembly of
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#17327869664033588-464: 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
3657-453: The process. In September 1966, BMC merged with Jaguar Cars. In December 1966, BMC changed its name to British Motor Holdings Limited (BMH). BMH merged, in May 1968, with Leyland Motor Corporation Limited , which made trucks and buses and owned both Standard-Triumph International Limited and the Rover Company to become British Leyland . BMC was the largest British car company of its day, with (in 1952) 39% of British output, producing
3726-467: The same ADO number. Given the often complex badge-engineering that BMC undertook, it is common amongst enthusiasts to use the ADO number when referring to vehicles which were a single design (for example, saying 'The ADO15 entered production in 1959'- this encompasses the fact that when launched, the ADO15 was marketed as the Morris Mini Minor and, later, the Austin Seven—soon replaced with Austin Mini). The ADO numbering system did continue for some time after
3795-443: The services of an external stylist. As well as the car manufacturing arms, the company had its own printing and publishing firm, the Nuffield Press , inherited from the Morris Motors group. In 1958, BMC hired Battista Farina to redesign its entire car line. This resulted in the creation of three "Farina" saloons , each of which was badge-engineered to fit the various BMC car lines. The compact Farina model debuted in 1958 with
3864-402: The spacious cabin when compared to competitor models which in the UK by 1964 included the more conservatively configured Ford Anglia , Vauxhall Viva and BMC's own still popular Morris Minor . Unlike almost all of its competitors, the AD016 featured front-wheel drive instead of rear-wheel drive. The Mark I Austin / Morris 1100 was available, initially, only as a four-door saloon. In March 1966
3933-502: The suspicion that this might in part reflect the unusually high level of power loss resulting from the way in which the installation of the transversely-mounted "normal" manual gearbox had been engineered. 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. The new car combined the 1275 cc engine block already familiar to drivers of newer Mini Cooper S and Austin-Healey Sprite models with
4002-428: 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. Mark II versions of the MG, Riley, Vanden Plas and Wolseley were introduced in October 1968, at which time Riley abandoned the Kestrel name. The Riley 1300 Mark II was discontinued in July 1969, and signalled the demise of the Riley marque, proving to be
4071-413: The words Hans G. Lehmann - Fotograf . In the 1990s and early 2000s (decade), the artist Hilton Holloway was responsible for a number of projected images of cars in development, first through graphic art, followed later by Photoshop compositing artwork. In 2001 one of his concepts for a Lotus Formula 1 was so accurate that 'Project Hilton' became the code-name for the F1 project within Lotus. In 1992 Car
4140-409: Was a tendency of loyalty to a particular marque and marques appealed to different market segments. This meant that marques competed against each other in some areas, though some marques had a larger range than others. The Riley and Wolseley models were selling in very small numbers. Styling was also getting distinctly old-fashioned and this caused Leonard Lord, in an unusual move for him, to call upon
4209-399: Was added as an option in November 1965. 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
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#17327869664034278-410: Was briefly the MG Princess 1100 in North America, while that market also saw an unusual two-door Austin 1100 (with a hybrid of Mark I and Mark II components). The ADO16 was not a strong seller in the Northern American markets - particularly in the USA where it was by far one of the smallest cars on sale. In the Netherlands the Austin version was sold as the Austin Glider. The Austin America was sold in
4347-399: Was established in Spain to produce BMC cars under licence, its name was: 'AUTHI' -'Automoviles de Turismo Hispano-Ingleses' -'Spanish-English Tourism Automobiles'. The factory was in Pamplona, Navarra, Spain, and when the production of Austin and Mini cars was discontinued, Sociedad Española de Automóviles de Turismo ( SEAT ), owned by the state and some banks and industrial investors, purchased
4416-438: Was expanded to include several rebadged versions, including the twin-carburettor MG 1100 (introduced at the end of September 1962), the Austin 1100 (August 1963), the Vanden Plas Princess 1100 (October 1963) and finally the Wolseley 1100 (1965) and Riley Kestrel (1965). The Morris badged 1100/1300 models were discontinued on the launch of the Morris Marina in 1971, but the Austin and Vanden Plas versions remained in production in
4485-463: Was first shown in October 1975, by that time it was already out of production. In 1964, the 1100 was Wheels magazine's Car of the Year . For most of its production life, the ADO16 was Britain's best selling car, holding around 15% of the new car market at its peak, before finally being outsold by the Ford Cortina in 1972. The ADO16 ( Amalgamated Drawing Office project number 16) was designed by Sir Alec Issigonis . Following his success with
4554-507: Was incorporated into BMC. In the 1950s and the 1960s, BMC set up 21 plants overseas, some as subsidiaries, and some as joint ventures, to assemble its vehicles. One was British Motor Corporation (Australia) which was established in 1953 at the Nuffield Australia site on the one-time Victoria Park Racecourse, Sydney . This facility went from a marshalling area for fully imported Morris cars (Austins were up until then being assembled in Melbourne from an earlier Austin Motors establishment), to
4623-466: Was later changed to "Austin-Morris Ltd" - reflecting the new Austin-Morris division of BLMC, with the BMC name subsequently disappearing from public view. Within the new conglomerate, the various marques were grouped together into two main divisions, based largely on the original BMC and LMC businesses; with the former mass market BMC marques becoming part of the Austin-Morris division of BLMC, whilst LMC stablemates Rover and Triumph joined Jaguar in
4692-408: Was sold by News International to Emap . Emap published the magazine until 2007. In March 2009, the magazine's listings section (which gives details of new cars on sale in the UK) reverted to the name 'The Good, The Bad and The Ugly' – which it had used when it was created in the early 1970s – after an absence of nearly three years. In the UK Car ' s sales have been in decline since peaking in
4761-429: 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
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