When the little Mini was about to be ready for production, Alec Issigonis started the next BMC project, which was to be the big brother of the Mini. It was a significantly lighter project than Mini (ADO 15), where a completely new concept had to be created.
The Mini concept was brilliant in all its simplicity and could be easily enlarged, and the first prototypes (XC9002) were also based on the Mini's construction with a self-supporting body and front and rear axles that could carry all the mechanics including suspension. All of this could, with very few modifications, be reused in a larger car. The first prototypes were already roadworthy in 1958, i.e. even before the Mini was launched.
Where the Mini was largely designed by Issigonis and his team, the ADO 16 was designed in Italy by Pininfarina. BMC had previously used this company to design their cars. The director of BMC, Leonard Lord, did not want to take any chances with the design, and the first prototypes did not win any beauty awards, to be honest. The Italian design, on the other hand, was something of a masterpiece. It was a design that lasted. The idea was that the car should be harmonious to look at with both 2 and 4 doors. Where the Mini's design contained a number of compromises such as the external door hinges caused by price and size, the ADO 16 was a more fully cast product with fewer half solutions.
Suspension with liquid elements
In addition to being larger, the ADO 16 also had to be more comfortable, and the suspension system, which was originally intended for the Mini, was first used in the ADO 16. The hydrolastic suspension system was a system that consisted of liquid-filled suspension elements, where the front and rear connected by pipes. The idea was to make the suspension able to maintain a constant vehicle height and at the same time prevent inappropriate oscillations and heeling. The system was not ready before the launch of the Mini, which initially had to make do with rubber elements without liquid and traditional shock absorbers. The hydrolastic system worked well in the slightly larger car with a longer wheelbase. Cars with this system feel a bit like driving a waterbed with wheels. Not optimal by today's standards, but a lot better than many of the primitive suspension systems that were common back then. In many ways it was a very good system that I will return to in these pages.
An improved Mini
The ADO 16 was, right from the start, more of a car than a Mini. For example, it had proper disc brakes right from the start and sound-absorbing separation between the engine compartment and the cabin. Seats with proper sitting comfort and instrumentation that sat in front of the driver instead of in the middle. Doors with roll-up window system instead of sliding windows.
Strangely enough, the slightly awkward and steep steering wheel position and the short distance from the driver's seat to the pedals were kept, something that was acceptable in a Minicar, but perhaps not so much in a family car that should also be suitable as a means of transport on long trips. But all things considered, the ADO was one of the most significant car designs of the 60s.
Superb driving characteristics built in from the start
Fortunately, the model inherited the Mini's excellent handling and directional stability, and perhaps the ADO 16 actually drove better than the Mini. On the other hand, the Mini's transmission, which was reused in the ADO 16, was a bit overworked in the larger and heavier car. Its somewhat more powerful 1100 engine with respectively 50 hp in standard models and 55 hp in the MG variant sat on top of the gearbox as in the Mini. This led to many and early transmission problems. Issigonis showed well that the location of the gearbox under the engine with a split oil sump was a compromise. But it was necessary for the ultra-compact Mini. With the somewhat larger engine compartment in the 1100 series, there would have been room for a more traditional separate gearbox. It was a shame it didn't come to fruition. Transmission problems followed the model from cradle to grave and only intensified when the 1300 engine was added to Mrk. II model from model year 1968. Mrk. The II model's updates were otherwise mostly minor design changes without significance for the car's characteristics as such. But the 1300 engine (1275cc) and fully synchronized gearbox were significant improvements. They also switched to the more common polarization with minus to frame. Despite the same performance as the 1100 engines with twin carburettors from the MG model, the larger engine had a significantly increased torque. All models of the ADO 16 had the proven A-series engine. Mr. 3 model, which was added in 1972, received some small but important changes in the form of closed drive shaft joints (pot joints) instead of rubber crosses and gear change with rods (road change). Last but not least alternator. Changes of significance were also a better interior with proper dashboard air vents and improved seats. In some markets, the 1100 variant was phased out. On the outside, the black front grill reveals that this is the latest model development.
After this, all development is directed towards its successor, the Allegro, the model which in many ways and perhaps somewhat undeservedly became the model which was the visible proof of the total confusion and lack of development at Leyland. British Leyland then also went bankrupt in 1975. After this, British Leyland was artificially kept alive thanks to state-guaranteed loans.
I myself would think that the definitive proof of the incompetence of the Leyland group belongs to the rear-wheel drive Morris Marina, which I would characterize as one of the worst cars I have ever driven. Internal power struggles and a confusing model program which was a concoction of everything from Austin, Morris, Triumph and Rover.
It began or so
When the car was presented to the public in 1962, it was as the Morris 1100. The model caused quite a stir and was received by an enthusiastic motoring press that praised it to the skies as Issigonis' next masterpiece. Test reports from that time had almost only positive content, some pointed out the slightly awkward driving position, something that you get used to. Some also noted the stiff gear change, which loosened somewhat over time as the kilometers rolled on. BMC made a big deal out of the car's suspension, which was better than most car models in its class.
The new car model also made sense to that extent, and it came to strengthen the sales of BMC's entire model range, even though the old rear-wheel drive classics such as the Morris Minor and Austin A35/A40 were strangely sold at the same time.
Success from the start
With the Mini and the 1100 series, you hit an audience that would probably never have chosen BMC's other models. Almost from one day to the next, the streets and alleys were teeming with the new innovative models with features not otherwise associated with BMC cars. Virtually every other car manufacturer had to recognize that these models were a glimpse into the future. The Morris 1100 got off to a flying start, and there were many who had to wait patiently for their car to be delivered. Already before launch, the model had been sold in the thousands.
Where the Mini completely bore the stamp of Issigonis's minimalist thinking, much of the ADO 16 fell to the taste of the average car buyer. The model's development was not just the work of one man either, but was largely influenced by Morris' chief designer, Charles Griffin, and his team. Perhaps it was a good thing, because Issigonis had some highly radical views on comfort. He believed, for example, that the sitting position must not be too comfortable so that the driver fell asleep, and that a radio was not something that belonged in a car. For him, it was function before form and preferably packaged as compactly as possible.
In this model, practicality was combined with a very beautiful design and more conventional interior. All in all, the real deal for the time, and up through the 60s it was one of the best-selling cars in England, for a whole 8 years the best-selling car model in England.
The car with the many names
The English people's car eventually came in a wide range of models such as 2- and 4-door. In addition to Austin and Morris, the ADO 16 existed as MG, Vanden Plas Princess, Wolseley and Riley.
In 1966, a 3-door Morris station wagon model, Austin Countryman, and Morris Traveller, even with several names, was added. For many, the ultimate version was the MG 1300 and 1300 GT, which had a detuned Cooper S engine with 70 hp. Over time, a nimble car with a top speed of 160 km/h. Its engine matched the good driving characteristics. From its inception in 1962 to its end in 1975, 2.2 million cars rolled off the assembly line at various locations around the world during the 13 years the model was in production.
Austin models were produced in Longbridge Birmingham, and Morris and MG models in Cowley. Side by side with Mini. The ADO 16 became a bit of a world car, and over time there were assembly plants in many countries such as Belgium, Italy, Spain, Australia, Yugoslavia, Portugal, Belgium and South Africa. The American version was called Austin America and it was made in England. The model was largely the same as the English version, but with rather prominent side moldings, which included the side marker lights that were a requirement in the US. The Americans were happy with the 4-speed automatic AP transmission, which eventually became an option in Europe.
The models with this transmission had a slightly tuned engine with a larger carburettor and higher compression to compensate for the loss of power in this type of transmission.
Morris Marina, a Danish invention
Here in Denmark, this model was very popular. In this country, the model came as the Morris Marina and later the Austin 1100. The luxurious Wolseley and Riley versions were never officially imported to Denmark, strangely enough the station wagon versions did not come here either. The name Marina was a Danish invention, which suited the model well. Here in Denmark, the car was a regular guest on the top 10 sales list. In fact, the car finished at the top of sales even after production ceased in England. The last cars that were sold here in Denmark came from the assembly factory in Spain and were a 4-door version with a 1000 ccm Cooper engine with double carburettor and 55 hp. It was a leftover batch. There were exactly 1015 pieces. to Denmark of this model and in order not to advertise too much that it was "only" a 1000cc engine, it was called Austin De Luxe. Funnily enough, this model was a 4-door, although the 4-door model was otherwise phased out in Denmark in 1972. That was the year when DOMI got exclusive rights to these cars in Denmark, and thus only a sales channel for Austin and Morris in Denmark.
The Danish car buyers and perhaps especially the DOMI dealer network had a hard time saying goodbye to their big seller, but in 1976 it was over here in Denmark as well.
The strange and unknown editions
In 1969, the model came under the names Austin Apache and Authi Victoria, the model was produced at Leyland's assembly plant in South Africa in the period from 1970-1975. The model was the visible proof that everything was falling apart for British Leyland.
These models were the result of the concoction of car factories that Leyland now consisted of, and in the jumble of directors and designers emerged this model, which was heavily inspired by the Triumph models that Michelotti was responsible for. This model got a new front and a traditional trunk. A remarkable creation which did not add anything new to the model at all. The technique was exactly the same, however, with the detuned 1275cc engine from the MG 1300 and 1300 GT, which gave a good 70 hp, as the engine in this model was equipped with slightly larger SU carburettors 2 X 1.5 inches instead of the usual 2 X 1 1/4.
Apart from these oddities, the Italian Innocenti and the Australian-built versions were the ones that differed most from the English-produced model variants. As much as 75% of these cars consisted of locally produced parts.
How could it go so wrong?
With forward-thinking construction, a beautiful design and a large dealer network all over the western world, the ADO 16's sad end should be almost impossible. After all, it was England's largest car manufacturer, and at the time the world's 4th largest car manufacturer.
The ADO 16's basic construction remained largely unchanged throughout the model's production period. The model therefore deserved a new engine and perhaps especially a better transmission. The fact that they couldn't even figure out how to front-mount the engine's cooler, not to mention an electric radiator fan to reduce noise and consumption, shows very well how little they followed the development of other European car manufacturers. Perhaps worst was the car's lack of reliability caused by a highly fluctuating quality. Defective gearboxes, engines that leaked oil, leaky suspension systems were among other things that over time gave the car a somewhat tarnished reputation. It must have cost enormous sums in terms of warranty obligations. Quality control was not present at times. Strikes among the employees, power struggles in the management led to the fact that at times it was not possible to supply the dealer network with the cars they could sell. Not even simple logistics from suppliers were under control. At times there were 10,000s of finished cars that were missing a light or another minor component that was not ordered in time from the suppliers.
It is thought-provoking that the model's successor, the Austin Allegro, continued to run with the outdated engine and transmission. That model was a sad story, it all went from bad to worse for British Leyland. Because in the end in total chaos.
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