Vanden Plas Princess 1100 and 1300 (1963 to 1974)

The Vanden Plas Princess 1100 was the most luxurious version of BMC's ADO16, the Issigonis-designed front-wheel-drive family car that launched as the Morris 1100 in 1962 and became Britain's best-selling car for much of its life. Shown at the Earls Court Motor Show in October 1963, with production starting in the spring of 1964, it took the compact transverse-engined saloon and gave it the trappings of a much larger car: a Vanden Plas grille and badging, a walnut veneered fascia and door cappings, Connolly leather seat facings, Wilton carpets, a West of England cloth headlining, picnic tables in the backs of the front seats, rear reading lamps and extra sound deadening. The cars were finished by Vanden Plas in London.

Mechanically it followed the ADO16 recipe of a transverse A-series engine with the gearbox in the sump, interconnected Hydrolastic suspension, rack and pinion steering and front disc brakes. The 1100 used the MG's twin-carburettor engine to cope with the extra weight, and from 1967 the 1275cc unit created the Princess 1300. An AP four-speed automatic was offered.

On the road it is soft, quiet and relaxing, with light, precise steering and a comfortable if roly-poly ride. It was regarded as a small car for buyers who wanted luxury without size, and survivors keep that reputation. The last British ADO16 built, in June 1974, was a Princess 1300.

• Years built: shown October 1963, in production from April 1964 until June 1974.
• Body style: four-door saloon. Vanden Plas built just two Countryman estates as one-offs.
• Engines: 1,098cc A-series with twin SU carburettors (1100). 1,275cc A-series (1300): Mk 1 single SU HS4, 58bhp at 5,250rpm; Mk 2 and Mk 3 manual twin SU HS2, 65bhp at 5,750rpm; Mk 2 and Mk 3 automatic single HS4, 60bhp at 5,250rpm (figures from the Vanden Plas Owners' Club).
• Gearboxes: four-speed manual in the sump, all-synchromesh on the 1300; AP four-speed automatic optional.
• Suspension and brakes: Hydrolastic interconnected suspension, rack and pinion steering, front discs and rear drums.
• Production (Vanden Plas Owners' Club): 1100 Mk 1 15,256, 1100 Mk 2 606, 1300 Mk 1 1,064, Mk 2 11,717, Mk 3 10,108. Grace's Guide gives 43,741 for the whole run, and Classic & Sports Car gives 23,734 for the 1300 alone. The club figures add up to fewer than Grace's total, so treat totals with caution.

• October 1963 to September 1967, 1100 Mk 1: twin-carburettor 1100, walnut fascia, individual front armrests, full leather seat facings. Metal sliding roof was a factory option.
• 1966: AP automatic offered, with a single carburettor (the club gives 1966 and records 88 automatic Mk 1s; The 1100 Club dates the Vanden Plas automatic option to October 1967).
• June 1967: 1,275cc engine made available, creating the Princess 1300.
• September 1967, Mk 2 bodyshell: cropped rear wings and flatter rear lamps, ventilated wheels, side repeater flashers, leather on seat centres only with Ambla sides, a single central front armrest and revised pockets beneath the picnic tables. 1100 Mk 2 made only until mid 1968.
• April 1968, 1300 Mk 2: twin carburettors for manual cars, single carburettor retained for the automatic.
• September 1971, Mk 3: side repeaters deleted, plastic gear knob on manuals and a moulded plastic heater control panel; mechanical tune unchanged. A 1971 automatic could therefore be a late Mk 2 or an early Mk 3.
• Factory options included a heated rear window, steel sliding sunroof and radio with twin speakers.

Bodywork and structure

• Rust is the biggest threat to any ADO16. Check the sills (look out for cover sills welded over rot), floors, door bottoms, bootlid lower edge, front inner and outer wings, front panel, rear wheelarches, rear valance and boot floor.
• The front bulkhead, especially near the heater, corrodes often. Check for damp carpets in the front footwells.
• Inspect both subframes carefully, especially their mounting points. Lift the rear seat base to check that the rear subframe mounts are not pulling away from the floor.
• The Vanden Plas front panel and chrome strip hole pattern are specific to the model; this helps confirm a genuine car.
• Brightwork, grille and badges are model-specific and harder to source than plain Austin or Morris parts.

Engine

• The A-series is simple and well supported. Minor oil leaks are normal.
• Listen for tappet noise, a rattling timing chain and bottom-end rumbles.
• Check under the oil filler cap for emulsified residue that could indicate head gasket failure after overheating. Look at hoses and the radiator for perishing and silting.
• The engine and gearbox share oil, so regular oil changes matter more than usual. Ask for evidence.

Gearbox and drivetrain

• On manual cars, listen for whine, worn synchromesh crunching and loud rattles that could signal a failing bearing.
• The idler gear between engine and gearbox is a known failure point; worn idler bearings can shed debris into the crankshaft bearings.
• The AP automatic is generally lively, but it had a poor reputation for reliability when new and overhauls need an experienced specialist. At a static viewing, check that the selector engages each position and that the fluid is not dark or burnt smelling. Ask about its service history.
• On full lock, clicking from the front indicates worn CV joints.

Suspension, steering and brakes

• Hydrolastic is usually durable. Look for the car sitting low on one side or at one end. Common faults are the flexible hose on top of each unit, which is an easy fix, and corroded front to rear pipes, which mean dropping or removing subframes.
• Units can be repressurised or exchanged, but few garages now have the pump equipment.
• Steering should feel light and precise with no knocks.
• Brakes are conventional disc and drum. Check the servo is working and look for fluid leaks.

Electrics and interior

• Electrics are simple, so test every switch, lamp, the clock and the heater. Look for amateur wiring.
• The interior is the main reason to buy one and the most expensive part to restore. Check walnut veneer for lifting lacquer, cracking and water damage, particularly on door cappings.
• Inspect leather for cracking and wear on the driver's seat, and check the picnic tables and their hinges, the headlining and carpets.
• Some Vanden Plas trim items are unique and may take a long search to find.

Identity and paperwork

• Check the chassis plate and V5C agree on model and year, and that the car is a Vanden Plas rather than a converted Austin or Morris.
• Confirm whether the automatic gearbox is original or a later swap; conversions are possible.
• Ask the owners' club whether any factory records can confirm the original specification.

Mechanical parts are widely available because the A-series engine, gearbox, brakes and many suspension parts are shared with other BMC and BL cars, including the Mini. Hydrolastic units can be reconditioned by specialists. Vanden Plas specific trim, wood and brightwork are the scarce items. The Vanden Plas Owners' Club (vpoc.info (opens in a new tab)), founded in 1980, supports these cars, and The 1100 Club (the1100club.com (opens in a new tab)) covers all ADO16 variants.

• Is this a Mk 2 or Mk 3 car, and is the automatic gearbox original to it?
• When was the automatic last serviced, and by whom?
• When were the Hydrolastic units last checked or pressurised, and do the pipes show corrosion?
• What welding has been done to the sills, bulkhead and subframe mountings?
• Is the walnut and leather original, and what restoration has the interior had?