Lancaster Classic Motor Show 2024: 1971 Morris 1300 MkII

Held annually at the NEC in Birmingham, the show offers a feast of iconic cars, motorbikes, and vintage memorabilia. From gleaming restorations to rare and historic vehicles, the Lancaster Classic Motor Show is packed with attractions: live demonstrations, expert talks, autojumble stalls brimming with parts and tools, and displays of meticulously maintained classics from across the decades. It’s an unmissable event for anyone with a passion for motoring history!

Can’t make it this year? Don’t worry! We’ll keep you updated throughout the weekend with highlights from our stand, showcasing our featured vehicles, restoration stories, and much more. Stay tuned as we bring the Lancaster Classic Motor Show experience to you!

First of all, we’ll start with what we’re showcasing on the stand over the next 2 days…

What is the ADO16? For many, it’s simply an “Austin 1100,” regardless of the badge on the front. Officially, ADO stands for “Amalgamated Drawing Office” or “Austin Drawing Office” – though no one can quite agree, and plenty have strong opinions (sometimes wrong, but never in doubt!). Identifying ADO16 models takes a sharp eye, as the range includes various marques, each with its own subtle distinctions. For example, this particular model isn’t an Austin at all but a Morris 1300 Super Deluxe.

Ian and Dawn acquired this Morris in 2013 from its second owner, who had cherished it since 1973. At the time, it had covered only 36,000 miles, the bulk of those in its first two years. While it’s in excellent original condition, they do plan to remove the engine to tend to a minor third-gear synchro issue and a bit of play in the gear change. Once they’ve completed that, they’ll also refresh the engine bay paint to keep it looking pristine.

Finished in Bedouin with a cozy Autumn Leaf interior, this Morris is a very late Mark II model and features several unique original elements. For instance, by the time this model was made, the Mark III’s heater control panel had already been introduced, the oil filter warning lamp was removed, and new UK safety laws required a steering lock, which left a chrome blanking disc on the dash where the ignition once was. Ian points out that changes like these weren’t straightforward in the British Leyland days, as every single alteration required approval from the all-powerful Trade Unions, who scrutinized timing and workflow changes down to the finest detail.