MG 1100/1300

Tuned A-Series engines give good pep - especially MG 1300

Rear subframe and floor top rot spot

Picture aptly shows sheer space efficiency of Mini-like design. No estate options

Despite changes to Mk2 MG, original sold better

MG most popular pick of upmarket range

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What is an MG 1100/1300? (And the equivalent Riley, Wolseley and Vanden Plas for that matter)

It’s the MG you rarely hear talked about - mainly because it was a badge-engineered Austin/Morris that never even saw the Abingdon factory! Yet the MG 1100 and 1300 were good little sports saloons that in many ways were the BMW 3 Series of their day being sporty, compact, pretty prestigious yet cheap enough to own and fairly attainable. Today you rarely see these highly advanced, spacious and spry cars around and yet they make splendid, seriously cheap starter classics. And let’s not forget the others in the family of upmarket 1100 and 1300s from Riley, Wolseley and Vanden Plas, where the latter in particular enjoyed surprising success in Japan over the past decade or so. Isn’t it time you tried a ‘Big Mini’?

History

Launched in 1962 as the ‘Big Mini’, ADO 16 (Austin Design Office) was one of the most advanced family cars ever and an instant hit. With its innovative transverse engine installation, front-wheel drive, Hydrolastic fluid suspension and brilliant space efficiency it vied with the conventional Cortina as the UK’s best seller for over a decade and rightly so as it had all the characteristics of the iconic Mini but with more space and civility. With the Mini Cooper becoming such a smash, the introduction of a sports version of the 1100 was logical. But BMC covered all its badge engineered bases by launching a quicker quartet from MG, Riley, Wolseley and Vanden Plas by 1963. Essentially apart from subtle trim and badge differences (classy two-tone paint on MGs and Rileys) these were the same car, featuring a Cooper-like 55bhp albeit from a tuned Morris Minor 1098cc engine featuring a sportier cam and twin 1.25 SU HS2 carbs.

Like the Austin-Morris cars, early examples suffered teething troubles, especially to the transmission and it wasn’t until 1965 that most of the problems were sorted. Around this time the ranges were treated to an automatic transmission first seen on the Mini.Designed by Automotive Products, the AP system was in fact a semi auto where you could also manually change the four ratios, although it sapped performance. Later that year the MkII 1100/1300 came along with revised styling and some sensible upgrades, which included a two-door line up plus the option of a brisk 1275cc engine.

Of course being BMC it was never quite that simple! For some curious reason the 1300 option was available only in single carb form, kicking out 58bhp until the fourdoor 1100 was dropped in early 1968, coinciding with the 1300 rightly gaining twin carbs and a healthy 65bhp. But even that rethink didn’t last long… because for the Earls Court Motor Show a new MkII 1300 arrived with a full fat Cooper S-like 70bhp and closer ratio gearbox, plus an improved cabin! The MG lasted - in two-door form only - until 1971 whereas the Riley Kestrel was dropped as early as 1969. The Wolseley and Vanden Plas cars were the longest survivors, staying in production after the Allegro displaced the ADO 16 range. However, these variants never benefited from the closer ratio MG transmission while automatic versions had to make do with a single carb set up as BMC could never get the AP unit to run right on twins.

Just to add further confusion… replacing the MG1300 was the Austin /Morris 1300GT: a cheapened ‘chavved-up’ MG. Introduced in 1969 (the same time as the Cooper was dropped in favour of the single-carb Mini 1275GT) it stayed in production until the hotted-up Maxi-engined Allegro Sport and SS arrived in 1973.Some 156,000 MGs were made (the vast bulk being the early 1100 Mk1, strangely), 21,000 Riley Kestrels and almost 45,000 Wolseleys - the latter production run being only slightly more than the very expensive Vanden Plas!

Driving

It’s a big Mini, so expect similar if diluted experiences with any of this quartet. Really, they were – and still are - ideal for anybody who had outgrown their Cooper. The 1100s were credited with a 0-60mph time of around 20 seconds and a virtual 90mph top speed - hardly MG standards, agreed. However the 1300s were a lot swifter: 14 seconds and 97mph respectively with all clearing 30mpg or more with ease. What the figures can’t convey is the lusty nature of these A-Series engines which can chug along and pull sharply from any gear. Handling is extremely Mini-like although the fluid suspension and longer wheelbase means it’s not so ‘chuckable’ and ‘kart-like’. That said, handling and roadholding is still impressive on good radials and the ride is much softer – and bouncier - than the stubbier Mini.

With their added sound insulation and posher leather trim, all are fairly civilised save for that famous upright driving position, while nobody can fail to be impressed with the space efficiency afforded by Issigonis’ handiwork - small wonder the BL-designed Allegro was hardly any advancement. Sadly no estate versions were made of the quartet; any found are homespun conversions.

Prices

Thanks to a lack of interest and pedigree, prices for the bunch sit firmly in the bargain basement category and probably will do for many years yet – so don’t buy one as an investment. Even top examples will struggle to break £3500 with basket cases starting from a round of drinks with the rest all stations in between. Condition is everything here so prices are uniform irrespective of badge - and really so similar are the cars that you’d be a mug to hold out for a certain model - think gift horses. What you don’t want to do is waste vast amounts restoring a shed because you’ll probably never see a return on your money.