BMC 1800: Austin 1800, Morris 1800 and Wolseley 18/85, ADO17 "Landcrab" (1964 to 1975)

The ADO17 was BMC's large front-wheel-drive family saloon, designed under Alec Issigonis with styling input from Pininfarina, and the logical next step after the Mini and the 1100. It took the transverse engine, front-wheel drive and Hydrolastic suspension of the smaller cars and scaled them up around the five-bearing 1,798cc B-series engine. The result was a car shorter than BMC's Farina saloons yet remarkably roomy inside, with a body so stiff that it needed no front subframe: the engine and front suspension mount directly to the shell.

The Austin 1800 was launched in October 1964, followed by the Morris 1800 and the more luxurious Wolseley 18/85. It won the European Car of the Year title, and an 1800 finished second in the 1968 London to Sydney Marathon. The "Landcrab" nickname is usually linked to its wide, squat stance and the way the works rally cars cornered.

On the road it is comfortable and spacious, with a firm but well-controlled Hydrolastic ride, softly sprung seats and rack and pinion steering, though it is not especially fast and the heater controls were famously awkward to reach. Its odd proportions put buyers off, and sales fell well short of BMC's hopes. Today the Landcrab is appreciated for its engineering, comfort and durability, and good survivors are scarce, especially Morris-badged cars.

• Built: 1964 to 1975 (Austin from October 1964, Morris from March 1966, Wolseley 18/85 from 1967; one AROnline article gives 1966 for the Wolseley)
• Body: four-door saloon only (Crayford offered a hatchback conversion, and an estate was considered but not built)
• Engine (1800): 1,798cc B-series four-cylinder, single SU carburettor; about 85bhp on early cars and a claimed 86bhp from the 1968 Mk2. Twin-carburettor S version from late 1968 quoted at 95 to 97bhp depending on source
• Engine (2200, from 1972): 2,227cc E-series six-cylinder (Austin and Morris 2200, Wolseley Six)
• Gearboxes: four-speed manual mounted in the engine sump, sharing the engine oil; Borg Warner automatic optional and rare (sources disagree on its number of speeds)
• Suspension and steering: Hydrolastic interconnected suspension; rack and pinion steering, with power assistance on the Wolseley
• Production: AROnline gives 387,283 in total; other sources say about 386,000. One source gives 95,271 Morris 1800s and 35,597 Wolseley 18/85s built in the UK

• Mk1 (1964 to 1968): Slim horizontal rear lights and 13in wheels. Final drive ratio changed early in 1965. Some suspension pivots used roller bearings.
• Mk2 (May 1968 for Austin and Morris; Wolseley about a year later): Vertical "fin" rear lights on Austin and Morris, revised grilles and trim, a cheaper and more conventional interior, larger 14in wheels to lighten the steering, higher second gear and final drive, raised compression and conventional bushes in place of the roller bearings. The lot car, a 1970 Morris 1800, belongs to this series.
• S models: Morris 1800S from October 1968, Austin 1800S from July 1969 and Wolseley 18/85S from September 1969, with twin carburettors and a revised cylinder head developed with Downton Engineering.
• Mk3 and 2200 (March 1972 to 1975): Common Austin and Morris grille, floor-mounted handbrake, alternator on all models and the six-cylinder 2200 range. The Wolseley 18/85 gave way to the Wolseley Six. One guide notes that Mk3 bodies used thinner steel and rust more readily.
• 1975: Replaced by the 18 to 22 series "wedge" (later Princess).

Bodywork and structure

Because there is no front subframe, rot in the structure cannot be solved by bolting on new parts. The front valance contains a structural crossmember and must be examined closely. Check both inner and outer sills, and be wary of new outer sills simply welded over rotten inners; genuine sills include a section that tucks behind the front wing, which pattern parts lack. Look at the jacking points, floorpans and footwells. Damp front footwells can mean a leaking windscreen seal or corrosion at the A-posts, which is hidden behind the front wings. Inspect the headlamp bowls, as rot there often signals wing rot, plus the door bottoms (blocked drains are a common cause), the double-skinned rear wheelarches, the trailing edge of the boot lid and the front edge of the bonnet. The fuel tank is exposed underneath and can corrode. Several door types were used across the range, so check any replacement doors match.

Engine

The B-series is tough and shares many parts with the MGB. A tappety top end is normal even when correctly set. One guide suggests 15 to 25psi at tickover and 50 to 65psi at 3,000rpm, with lower readings pointing to crankshaft wear or a tired oil pump. Blue smoke after lifting off the throttle suggests worn valve guides or stem seals, and blocked crankcase breather pipes cause oil burning. Look for leaks from the front and rear crankshaft seals and the tappet chest side covers. Because the gearbox shares the engine oil, regular oil changes matter more than usual, so ask for evidence. Check the radiator, as blockage causes overheating.

Gearbox and drivetrain

With the gearbox in the sump, listen for whine and check that all gears select cleanly with the engine off. The clutch is unique to the model and is an engine-out job on the 1800. The carbon clutch release bearing wears quickly; vibration through the pedal is a clue. On manual 1800s, examine the rubber couplings on the inner driveshafts for cracks and splits. Clicking on full lock indicates worn outer CV joints. Automatics are rare and expensive to repair.

Suspension, steering and brakes

Hydrolastic is reliable, but the car should sit level and at the correct height. A low or lopsided stance means the system needs pumping up or has a leak, usually from the pipes rather than the displacers. Ask when it was last pressurised. Wayward behaviour at the rear can point to worn trailing arm bushes. Check the rubber coupling between the steering column and the rack, and on power-assisted Wolseleys look for fluid leaks at the hose unions, reservoir and ram. The brakes are generally trouble-free, but the servo can fail; a pedal that sinks with the engine running is a warning sign.

Electrics and interior

The electrics are simple and reliable. Most Mk1 and Mk2 cars use a dynamo with positive earth, so check that any later accessories have been fitted correctly. Rear light units differ between Mk1, Mk2 and Mk3 and between marques, so make sure the correct parts are fitted. Austin and Morris seats are trimmed in vinyl. Trim parts and panels can be hard to find, so a complete, tidy interior is a strong point in a car's favour.

Identity and paperwork

Confirm the marque, series and specification, as Austin, Morris and Wolseley parts were sometimes swapped over the years. Check that the car is a genuine Mk2 Morris with the correct rear lights, grille and badging. The owners' club offers authentication services.

Mechanical parts supply is generally good, helped by the B-series engine's shared use in other BMC cars, and the owners' club runs a spares service that keeps most cars on the road. Body panels and trim are scarcer and dearer, so restoration costs can be high compared with the car's standing, which makes a sound, original example the sensible buy. General BMC and BL specialists can handle most work, including Hydrolastic pressurising. The Landcrab Owners Club International (landcrab.net (opens in a new tab)), formed in 1988, offers spares, technical help, a magazine and authentication.

• What welding has been done to the sills, front valance and floors, and is there photographic evidence?
• When was the Hydrolastic suspension last pressurised, and does the car hold its height?
• How often has the engine oil been changed, given that it also lubricates the gearbox?
• Is it original Mk2 Morris specification, or have parts from other marques or series been fitted?
• When were the clutch, driveshaft couplings and brake servo last replaced?