Here’s a British saloon that you don’t see every day: the Austin America – or rather, a bunch of ’em. There’s a good reason for that – not seeing one every day, that is. The Austin America was derived from British Motor Corporation’s small saloon, the ADO16. It was shipped to the US as the MG 1100, harboring a 55 hp 1.1-liter four-cylinder engine barely capable of mounting a steep driveway let alone propelling an actual family down an actual highway at anything resembling a suitable speed. In fact, its decent interior capacity turned into a liability performance-wise: the more loaded it was, the more one’s progress was impeded. The company marketed the 1100 as a second car and a competitor to the VW Bug. Americans soon caught on to the shoddy build quality and sluggish performance; despite selling over 2 million of these wretched little things all over the world, BMC noted that Americans were having none of it. A solution was at hand, however, and I mean that literally.
BMC barely bothered to go back to the drawing board, instead pulling another badge from the parts bin – this time Austin – and shoving a detuned 1275 into the engine bay to come up with the Austin America. It was almost an insult that the larger motor produced only 3 more hp than the 1100. Worse yet, the new car came with an automatic gearbox – the Brits apparently believing we Americans didn’t want to bother shifting. Adding complexity to an already challenging formula, the ADO16 featured Hydrolastic suspension, incorporating fluid-filled rubber cones at all four corners. Road & Track reviewed the car in 1968 in its typical “we love all cars fashion”, but noted that their test car’s trim bore glue marks, the carpets didn’t fit, and since the ashtray was made of black plastic it would probably not be long for the world after a couple of uses. After 3000 miles, the car had lost its mirror, the window prop, and paint from the engine bay. Somehow, Americans managed to buy over 59,000 of these cars from 1968 to 1972.
We have Ted to thank for finding these three Brits lounging (what they do best) in a field in Danville, Indiana – thanks, Ted! The seller notes that none of the cars run (though given the performance stats it would be hard to tell one way or the other) and while one is minimally rusty the other two are worse. Unfortunately, when the body was engineered, no provision was made for drainage so many 1100/1300s lost the battle against iron oxide. Titles are a question mark; two have license plates at least. No interior, underside, or engine bay photos are supplied.
These three are so perfectly snuggled into the late summer grass, as if they are pals watching the seasons change – and I am sure they’ve seen many a season change by now. If you’re inclined to rescue this flock of Austin Americas, check the advertisement here on facebook Marketplace. The price is $2000 for all, with the proviso that retrieving them will require the ground to be dry enough to support a trailer.
My brother will get a charge out of this one. When he was stationed at Ft. Bragg, he had a car just like the red ’64 Chrysler a while back. I didn’t remember how he got the Austin, but he said, he got it from a friend while in NC, it didn’t run, and he used it as a trailer for his stuff towed behind the Chrysler when he came back to Milwaukee. I don’t remember much about the car, we never did get it running. The suspension was troublesome, and we never saw’r such a thing.
The America was kind of a Mini on steroids, as if, and aside from my brothers, I don’t ever recall seeing another. It just wasn’t what Americans thought of the British. And calling it an “America” didn’t help either. Nice try, blokes. It joined the other Austins like the Bantam or the Met, just didn’t take. In true USA form, only shows, SOMEONE collect ANYTHING, and here you go.
Maybe worth buying for the 1275 engines but nothing else.
You could gut them and make little greenhouses.
Or chicken coupes..
I met a guy who wanted to build an additional garage on his property, but didn’t want to get building permits, etc. He measured his three small British cars, and realized that he could fit one vehicle inside of a bolt together garden shed from a home improvement store. So, three garden sheds later, problem solved, and no bureaucracy involved.
The Austin America was a very technically advanced car for the time but with typical horrid British Leyland execution and quality. Although light-years ahead in technology over the antiquated VW bug, these cars lacked the reason that bugs were so popular – reliability and a large dealer network to provide parts and service.
The automatic transmission was actually optional, an Austin America could be had with a 4-speed stick. However BL really pushed availability of their fully-automatic 4-speed transmission, a feature pretty much unheard of at the time in small economy imports. Trouble was the transmission sat in the engine sump and operated with the engine oil – not a good setup for either the engine or trans.
With typical American lack of attention to the meticulous maintenance required those transmissions would quickly grenade, and once out of warranty it meant a fast trip to the junkyard. Although a fairly common sight for a little while these cars quickly faded from the scene while VW bugs kept filling the streets.
I must admit that as a high school student, I loved these cars, and I wanted one. My Bethesda, MD high school was around the corner from Manhattan Auto, which sold all of the British Leyland products. The Chevy dealer was right on the same street, and Buick, Ford, Mercury, and AMC dealerships were all nearby. The Austin America had a sticker price of $1,795 if I remember correctly. I thought they were cool looking with an upscale English vibe.interiors were black or saddle, and my favorite paint colors were burgundy, British racing green, and yellow. We didn’t know in the moment that they weren’t particularly good cars. I didn’t get one. I bought a used 1963 Chevy II 4 door instead. I’m sorry the Austin’s didn’t turn out to be a better car.
Totally a side note, but since you mentioned buying a used ’63 Chevy II 4-door, way back in ’75, I traded down (plus cash, of course) for a used ’63 Chevy II 4-door. I was tired of all the repairs the almost new 71 Super Beetle Auto-Stick keep dragging us through, so I put the VW up for sale and a guy came along wondering about making the trade and as it turned, out it was a great deal. We drove the Chevy II for 9 more reliable years and 90,000 miles.
I’m going to differ with you for once, Michelle, while agreeing that the Austin America has no right to roam US highways. Few did for long anyway.
But the base Austin-Morris 11/1300 were the best of BMC Issigonis cars. The Mini was almost an accidental success? A shopping kart which rapidly transformed into a go kart. But the 1100/1300 was exactly what the UK market wanted in 1962 and was the market leader for years. Unlike the Mini, this car actually made some money for BMC!
It also pioneered FWD in this sector of the market. The FIAT 128 raised the bar for such devices, but not until 5 years later.
I still wouldn’t want one for all that!
Michele, I really enjoyed your write up. I laughed and spit my coffee all over the screen when you wrote about the engine barely able to mount a steep driveway.
This was one of the best entertaining write-ups ever on BF.
You really know how to dis a car in style and grace. I pity the car that disappoints you.
In my book, you are up there with Arthur St. Antoine as an automotive writer.
You should be writing for motor trend.
Ha ha, thanks so much DLO! Not many cars disappoint me, most have some saving grace. I also find that even if a car has few good points, it will have some fans – no point to insulting those folks!
Two are 1969 models the other is a 1970. Two are sticks one is automatic trans. No idea which is which. All three have titles.
Had one of these when I was stationed in Britain in ’79.
My two year tour was mostly immemorial due to our relentless work schedule but I liked the car. Had a good feel to it and didn’t break down. Someone painted it an aqua blue green mist kinda color which look really good on them.
A good friend back then had one with an automatic…. OMG. what a dog!! I tried to imagine it as a big Mini but it just didn’t cut it! I would have no desire (Zero!!). to put one of these back together!!
These were built and marketed in South Africa as the Austin Apache. I bought one for my wife as a daily run around, drove it home and loved it, and drove it every time she wasn’t using it that day. The Hydrolastic suspension was brilliant and I can’t understand why it is no longer used. Brilliant little town car.
Hydrolastic was a front-to-rear link and occasionally deflated. You used to see 1100s, certain Minis and Metros travelling slowly to the local pump-up garage whilst sitting at a jaunty side-to-side angle!
My aunt bought a new 1100 to replace her A40. She liked it; eventually traded it in against a Fiat Strada.
I bought a 1971 automatic from a usedcar lot in the mid-70;s, BRG with “tobacco” interior because I thought it was cute and very comfortable! When it was cold weather, the shifter itself was hard to move! Did not keep it long, but wish I had my trade-in back – a 68 Dodge Dart GT convertible! Shoot me!
Growing up in New England I had two of these which I used for winter cars. I would park my MGA or MGB until spring and use my 1100 because of the front wheel drive and the adequate heating system. They were nice winter cars. They were not fast but I thought they were adequate-and a lot of fun on secondary roads. They actually handle pretty decently.
And I am just buying quite a tidy example of one right now. It’s coming from Tacoma Washington, and unfortunately it needs a windscreen, which are proving to be challenging to find. I am in the Pacific Northwest and these cars are in Indiana the distance poses a bit of a dilemma for me to easily buy them.If anyone wants to buy these and sell me a windscreen I’d be generously delighted.
This car was probably the epoch of British badge engineering because with minor trim differences they were sold as MG, Riley, Morris, Austin, Vanden Plas, and Wolseley.
A guy had a 58′ Austin at the car show last week parked next to me.He put a 1300 cc Suzuki motorcycle engine in it.4 carbs 290 hp.
I had a Morris 1300 for a while back around 1990 and I liked it. Peppy, and very good handling. I’m sure my opinions were influenced by the fact that it was in a pretty nice condition for a $100 car.
I definitely preferred the 1300 to both the Mini and the Maxi. One strange thing was that I also liked the Allegro 1300 (which was basically the same car with a different body) but the more upscale Allegro 1500 was dreadful. The old 1275 engine was a lot more enjoyable than the gutless 1500 and the 4-speed wasn’t bad while the 5-speed was awful. I guess I am weird, I even liked the Marina 1.8 TC I also briefly owned. But no, for owning one of these it would have to be in very good condition. Getting 3 yard art cars would be a terrible idea even if they were free!
I owned a 72 4speed that I bought from a guy who shipped it up to Alaska from Washington. It died on him and I paid 300 bucks for it, and was making it a ice racer but never could get it running. If I remember correctly, it had McPherson struts which was cool…
It almost seems harsh to slam it for being slow.with 55bhp as a main rival the beetle could not have had even that much.
Granted build quality from BL at that time was rubbish. So there is that.
But I have always been surprised to have beetle owners ( and older Porsche ) owners brag about how easy and quik it was to pull their motors. I do not think they relize, having to pull your motor, however easy, is not the brag that you think it is..
Well said Darryl.
If it was such a well engineered car, why would you have to pull the engine in the first place.
The first car I bought (I was given a couple before this) was a 70 Austin American. It came with an 1100cc manual (that I could not get U joints for) and a 1300 auto, both out of the car. That should have been my first warning. I learned a lot about mechanics, metric parts, and how motor oil makes poor transmission fluid. Fortunately (maybe not, I should have given up), the junkyard up the street was stocked (should have been my second warning), and I tried my best to part something together.
The fuel pumps had brittle plastic inlet/outlets that would crack and spray fuel, and the transmission only had first gear while the engine was cold, and the lower radiator hose had a “y” molded in that was problematic as well. An electrical system with lots of Lucas parts was icing on the cake.
From that car’s quality and construction I knew why England needed our help winning WWII
Thanks to all over seas that responded. It seems our cousins were no different than us, parking the “good” car, to drive a lesser one during inclement weather. Cars like this are clearly posted for them, as it was pretty clear, not many of us here had much to do with them. Kind of like our Rambler Americans to us,( name a coincidence?) they always seemed to be older beaters, never new.
My first new car in 1964. In 14 months, I had to replace five fuel pumps, three clutches and both doors fell off. When I traded it in for a used MB diesel, I had to hold the stick shift in fourth because it kept popping out of gear!
I am not making this up!
Did I mention I loved that car?
I was a young 20 year old working as a mechanic for BMC in Spokane when these cars came out. We sold all the BMC line plus Volvo and Mercedes. Regarding the automatic transmission it could be started out in drive and shift on its own thrul 4 forward gears. Or you could put the shifter in 1, 2 , or 3 and start in that gear and held or up shifted as desired. I liked those cars.
Think of the comparison of the America with the Pinto– both decent users but definitly not a
Buick or Jaguar