The Austin 1100/1300 series, was one of BMC's major success stories  of the Sixties,

The already well-proven combination of Sir Alex Issigonis's innovative engineering, Farina styling, and simple yet pleasing overall design packaging geared to the rapidly emerging middle class in the UK was an almost certain winning formula.

The entire BMC generated package covering no less than six badges, taking in not only Austin but also Morris, MG, Riley. Wolseley and Van Den Plas derived from the BMC design studio based at Longbridge in the Midlands of England.

The first of the six "clones"to go into production was the Morris 1100, with the Austin 1100 next to emerge in the autumn of 1963.

Mechanically the 1100 bore a very strong resemblance to the renowned mechanical package used in the Mini famous— transverse A-Series engine with gearbox in the sump and the front-wheel-drive also retained.

In September 1963  the Austin 1100 was released powered the A40-sized A-Series engine with spur gear drive to the front wheels. Fitted with a  single SU HS2 carburettor, the 1100's engine was capable of generating a respectable  48 bhp.

Lockheed 8-inch disc brakes were standard at the front, with similar size rear drums, and the Hydrolastic independent suspension system introduced in the Morris model of 1962 was used, later developed for use in the Mini range.

The 1100 was obviously much longer at 12 foot 3 inches compared to the Mini's ten feet meaning that it was more spacious, more elegant and more comfortably appointed,  — the 1100 also handled well and was priced at just under £600  the same price tag as the Morris at that time.

The Austin and Morris 1100s were almost completely identical with the only slight variation being that the Austin had a grille comprising eight curved horizontal bars with a central emblem.

The Austin 1100 were offered as either two- and four-door versions, while a De Luxe was also available, which featured such luxuries as twin horns, stainless steel window frames among several other minor upgrades of a similar ilk.

Optional AP automatic transmission came in 1965, the Countryman estate car followed in March with an opening tailgate and providing first-class interior accommodation for such a small overall package.

In May 1966 reclining front seats became an attractive optional extra, and the Mark Is continued basically unchanged until October 1967, when the new Mark II models were introduced in Saloon De Luxe, Super de Luxe two-door and four-door, and Countryman versions.

These had a similarly restyled grille surround to the Mark II Minis, with repeater indicators standard on the front wings, cut-back tail fins with larger rear lights (apart from on the Countryman) and with the new 'Mk II' emblem on the tail.

 The central instrument panel on the Mark II were finished in wood with a circular speedometer replacing the previous ribbon type and tumbler switches being standardised.

The seats were restyled and improved while the Super de Luxe and Countryman models also came with additional chrome on the window surrounds and a full-width fascia in a silver finish, 

The only possible " fly in the ointment" in overall cabin design was that the 1100  still came fitted with an old-fashioned a strip speedometer.

To add to its " rural image," the Austin 1100  Countryman also came with a simulated wood side stripe.

While the standard 1100 engine fitted,  the Austin could reach a top speed of just under 80 mph (128 k/ph) and could get from 0-50 mph in under 15 seconds.
While these performance levels could only be described as “sufficient”, they may have been offset by many by the 1100’s fuel consumption  that averaged around  35 mpg( 17 k/pl)

To meet the expectations of those who were prepared to forsake fuel economy for improved performance, late in 1967 BMC released the  Austin 1300 powered by a low-compression version of the 1275-cc Cooper engine, generating  58 bhp net at 5,250 rpm.

 In comparison with the 1100's performance figures, the 1300's maximum speed was raised to about 88 mph, 0-50 mph acceleration

With the 1300, for the first time, an all-synchromesh gearbox was introduced on a BMC front-wheel-drive car.

Once again, the Austin 1300 was available in two- and four-door versions, standard and Super trim,

Other refinements added to the 1100/1300  during the Sixties included an all-synchromesh gearbox that  came in 1968,

The Austin 1100/1300 duo were leading stars for BMC of the Sixties, selling more than 1.1 million models.

An indication of BMC's rapidly defining fortunes came in 1974 when the model was eventually discontinued after more than ten years in production, to be replaced by the catastrophic Austin Allegro.

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