BMC ADO 16. A bestseller is sixty years young. Part 3: Abroad and the non-British versions (final)

The year 2022 is nearing its end. Many car models celebrated another special anniversary this year. As usual, we highlighted a number of these jubilees this year. Even now that the end of 2022 is in sight, we will not leave a historic car unmentioned. Or car: we prefer to speak of a series. Because BMC's ADO 16 series has been around for sixty years. There is so much to tell about this that we pay attention to this extremely sympathetic classic of British origin in three parts. Today the third and last part: the foreign versions.

The BMC 1100/1300 series and its derivatives were major players in their home country. But that also applied abroad. The ADO 16 models were built in various countries (spread over several continents). It may or may not have crossed the British border as a CKD package, and was also supplied in different specifications, models and/or names. The Irish and New Zealand markets received the ADO 16 models as CKD packages. In other words: the technology and the sheet metal were shipped as a kit, and that had everything to do with tax reasons. ADO 16 models were also assembled in Seneffe, Belgium, near Waterloo. The Belgian versions entered the country as CKD. The reasons were also fiscal.

Unpopular in the United States

De abroad specifications of specific models could often deviate from those of the British home market. The USA is a good example of this. The MG Princess was delivered there, in fact it was a Vanden Plas Princess with MG badge. The Austin America was also built on the basis of the two-door ADO 16 body. This succeeded the MG for the United States. For example, the America versions (68-71) received - in addition to the indicators under the headlights - also indicators on the side of the front fenders. Furthermore, the thicker decorative strips over the sides stood out. The America was touted as the ideal second car in the US and had to compete with the Beetle. It always got the 1300 engine with 1 SU HS 4 carburetor, and was available with both a manual gearbox (four gears) and an automatic transmission. Unfortunately, he was unpopular in the United States. Criticism of the finish, acceleration and power were the main reasons for this.

Australia brings ADO 16 with 1500 E-series engine

In Australia, the locally built version of the Morris 1964 appeared in 1100. There it was sold alongside the Mini and the Austin A40 Farina. In August 1967 the Morris 1100 was joined by the 1100S. This was fitted with the 1275cc A-series engine from the Austin and Morris 1300 models. The 1100 series made way for the sporty Morris 1500 (with the E-engine and overhead camshaft known from the early Austin Maxi). The 1500 was also available as an automatic transmission and then received the 1275 cc engine. The concept with a tailgate hinged in the roof, which is becoming increasingly popular in Europe, was also released on the ADO 1967 concept in 16. The prototype from Longbridge (1967) never reached the production stage in Great Britain. The Australians did see leg in it, and built the five-door version as Morris Nomad. It was on par with the 1500 series and, just like the saloon versions, got the 1500 engine (with manual gearbox) or the 1300 engine (in combination with an automatic transmission).

Dutch Austin Glider

The Dutch Austin importer Stokvis called the ADO 16 versions of it Glider. Please note: this name was only used in the Netherlands and then specifically for the Austin ADO 16 models. The type designation was official, not a nickname. Morris importer Molenaar, for example, never used the name Glider for the almost identical Morris ADO 16 versions. The other (and more luxurious) ADO 16 variants available in the Netherlands were also deprived of the Glider name.

Italy and Spain

In Italy, Innocenti built ADO 1963 versions from 16. The IM (Innocenti Morris) 3 kicked off. This was followed by the Austin J4 and J4S and the I5. The Innocenti versions always had stronger engines (two SU carburetors), external differences (an example: the headlight units on the IM3) and a particularly luxurious and well-kept finish. All ADO 16 Innocenti versions got the 1098 cc engine with 2 carburettors. Often these were the SU HS2 copies, but in recent years Dell'Orto carburettors were also mounted in Italy. The Innoncenti's had hefty purchase prices, which, for example, in the mid-XNUMXs on BMW Neue Class and Alfa Romeo Giulia level layers. Authi in Spain built various Morris, MG and Austin models that had strong similarities with the originals from the original country of origin. Remarkably, the Authi-Morris models had the cosmetic details of the British Austin versions. Furthermore, Authi (later Leyland-Authi) continued to build four-door MG versions, in contrast to the British. During the early XNUMXs, the Austin Victoria also appeared in Spain. It had similarities to the Austin Apache, which, like the Victoria, was a classic sedan with design influences from Michelotti.

The final end
The Apache came from South Africa and was built by Leyland South Africa/Leykor. Because it had to be built 85% locally, it received, for example, a modified 1275 cc engine that was constructed by Leykor. The power source had different specifications compared to a regular 1275 cc A-engine (compression ratio, different SU carburetor). In addition, the Apache was also available as a TC, and you know what that means: a version with two carburetors. The South African ADO 16 heralded the end of the ADO 1977 episode in 16. The Apache Thus, ADO 16 gained a foothold almost everywhere. Outside Great Britain, the ADO 16 series was sold almost a million times.