Filed Under: News
The ADO 16 was a car everyone knew somebody who had one, it was for most of it’s life the most popular car in Britain and one of the few car’s that was vice free, but like other popular cars it has slipped into oblivion.
It was actually a natural progression from our iconic mini, a touch of Issigonis magic and behold the 1100/1300 series, whether your choice was the Austin, Morris, Wolseley, Riley, MG or theVanden Plas, your appetite was satisfied.
In truth there wasn’t a lot to choose from in any of the variations, yes the Wolseley, MG and Riley had more poke than either the Austin or the Morris, what about the Vanden Plas, you might have guessed this was not my favourite version, here we had a very unpretentious car making out it was a miniature Roller, if you pulled into the Savoy in London’s Strand the commissionaires would have probably ignored you.
I would have thought a black cab had more street credibility, however there are those who loved it.
It wasn’t until I started the research that it became obvious the ADO16 was no different to the Marina, Ital and many other Leyland models, tin rust, it is said they would fall to pieces around you, however if the original owner had either the gumption or the money to get the body zeibarted or any other of the injection fluid treatments there is no reason for the car not to be in reasonable condition, in some ways the model was lucky in that it was bought by people who were not necessarily flush with money and they had to look after their investment.
The Police forces of the UK were prolific buyers of the Austin/Morris versions though these examples would have had a hard life, especially the interiors.
Leyland did attempt to make a van version and one batch of fifty came off the production lines, but so it is said that the hydrolastic suspension was a problem and the idea was dropped, no here is a very rare motor if you know the whereabouts of one, however an estate Morris was produced for a short time, these are probably on the rare list.
It is strange to think whilst all this was going on the little Morris Minor was still selling, it didn’t have the technical razza mataz of the ADO and apart from small updates it didn’t change which only goes to show do we needall the technical innovations to get from A to B.
Out of all the versions the Austin and Morris were at the bottom of the pile, both sharing a common stage of engine tune, having a single SU giving
a BHP of 48 with a compression ratio of 8.5/1, the 1098cc engine would propel one along at about 80mph with a variable MPG of between 30 and 40,, the gearbox eventually became four speed all syncro, or you could get an optional auto box, the brakes, discs up front with drums at the rear, and of course the hydrolastic suspension, the gearbox was located in the sump and naturally front wheel drive.
The turning circle about 35foot some give a higher figure and tyres 5.50×12, which meant they would not have an ultra long life, especially at the front.
In 1967 a larger engine on the more expensive of the bunch, which was made available on the Austin/Morris1100 very soon after, so we now had the option of either an 1100 or 1300, and as a result smarter wheels appeared, improved interior trim and a better layout for minor controls, and the front grill was changed.
By 1971 of the two, only the Austin survived, though I hasten to add there was still the Morris Traveller, once again all the interior bits and pieces were upgraded together with a new dashboard incorporating fresh air controls, naturally the front grill was changed, seemingly the 1300 or if you want it to be correct the 1275cc motor appears slightly more frugal with 35 to 40 mpg and you can buzz along at 85mph, the BHP was now 58 and the compression ratio 8.8/1..
Hang on, along comes an Austin 1300GT, it is different from the base model, a 1275cc ohv motor developing a whopping 70 BHP with a compression ratio 9.75/1, twin SU’s, the Hydrolastic suspension has now auxiliary springs and anti roll bar, the tyres upgraded to 145SRx12, internally black upholstery and reclining seats and folding armrests at the rear, the fascia was also black with three circular dials, speedo, rev counter and the other containing oil and temperature gauges. In addition a night dipping mirror.
Externally the car had a full length flash with bright work top and bottom, GT letters were on both the grill and the rear end, this was all finished with a PVC roof covering, there is one doubt, some say the Morris was dropped completely and others ,that it received the same treatment.
The reckoning is that about 3 million ADO16’s came out of the various factories, it wasn’t just Longbridge, a steady stream came from Cowley
There is a fairly active club for the ADO16 and also some excellent internet sites, spares do not appear to be a problem, however anyone contemplating buying any of the models must be vigilant in the inspection for rust, apparently some owner’s have had rusting sills and to cover it up new sills have been welded over the top, which only exacerbates the problem by making the metal sweat, and it is necessary to get the car jacked up or on to a lift, the bottom is prone to rust as is the back end, inner wings at the front can give problems.
There has not been any mention of sub frames but ignore them at your peril.
If you are offered one cheap, walk away, do not give it a second thought, even though it is a lovely little, well sort of medium car you will almost without doubt be shelling out money left right and centre, sorry to be such a bore on this subject, get a good one and enjoy it making sure the body has been oiled and the underseal is in good order.
There is a report that 250 CKD MG 1100’s were assembled here, no doubt Santry, apparently two door saloons, however the MG was dropped in 1971, the Kestral went in 1969, but the Wolseley kept going to 1973 the Austin and the Vanden Plas lasted right up to 1974, the end of another era in motoring history.
TED LAY
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