​Before the Cars
Jeremy Clarkson was born in Yorkshire in April 1960 and began his working life far away from television. His parents famously built a business around selling Paddington Bear toys before Clarkson moved into journalism and local newspapers. (Wikipedia)
Like many great motoring writers, he didn't start by testing Ferraris. He started by writing whatever he could get paid for. Local newspapers led to motoring journalism, and motoring journalism led to something that would change British television forever.


The Accidental Television Star
In 1988 Clarkson joined the original format of Top Gear.
At the time, Top Gear was informative, worthy and about as exciting as a motorway service station sandwich.
Then Clarkson arrived.

According to former producer Jon Bentley, Clarkson stood out because he was opinionated, irreverent and, crucially, funny. Bentley later recalled that Clarkson could make cars entertaining rather than simply informative. (Wikipedia)
That was the breakthrough.

Clarkson understood something many television executives had missed; people don't really care about cars, they care about stories.

• A road test became a comedy sketch.
• A performance figure became an argument.
• A family hatchback became an opportunity for ridicule.

The formula sounds obvious now, but at the time it was revolutionary.

Controversial? Absolutely
No honest article about Clarkson can ignore controversy.
Throughout his career he has generated criticism from politicians, pressure groups, broadcasters and newspaper columnists. His outspoken style became almost as famous as the cars themselves. (Wikipedia)
Yet controversy often seemed to fuel his popularity.

Many viewers felt Clarkson was saying what ordinary enthusiasts were thinking. Others felt he crossed the line.
Either way, people kept watching and Top Gear kept growing.

A Quote That Explains Everything
Perhaps the best description of Clarkson came not from Clarkson himself but from producer Jon Bentley, who said he was "looking for someone who could make cars on television fun". (Wikipedia)
That's really the key.

• Not accurate.
• Not educational.
• Not responsible
  
  

...but definitely fun. 

​Clarkson recognised that enthusiasm is infectious. And before long, Britain was infected. By the late 1990s, the loud Yorkshireman with the floppy hair was no longer just a motoring journalist.
He was becoming a national institution.
​
In Part 2 we'll look at the period many enthusiasts still regard as the golden age: the relaunch of Top Gear, the arrival of Richard Hammond and James May, and how three middle-aged men managed to turn a motoring program into a global phenomenon.

For British classic car enthusiasts, few models capture the optimism and engineering ingenuity of the 1960s quite like BMC’s ADO16 range—the Austin, Morris, MG, Riley, Wolseley, and Vanden Plas 1100/1300 family.

​Launched in 1962, it became Britain’s best-selling car for much of the decade (and into the 1970s), with over 2 million produced. It offered advanced front-wheel-drive packaging, class-leading space, and a revolutionary suspension system in a stylish Pininfarina suit. Often called the “big Mini,” it was more refined and practical, embodying Issigonis’s philosophy of maximizing interior space while minimizing mechanical bulk.

Following the 1959 Mini (ADO15), BMC needed a larger car to bridge the gap between the Morris Minor/Austin A40 and the larger Farina saloons. Codenamed XC9002 (later ADO16 for Austin Drawing Office project 16), development began around 1958–1959 under Sir Alec Issigonis.
​
Issigonis envisioned a scaled-up Mini with transverse engine, front-wheel drive, and enhanced refinement. Early prototypes (XC9002) closely resembled a stretched Mini but lacked character. Leonard Lord commissioned Pininfarina for styling, which transformed the design dramatically in 1959 with crisp lines, a balanced profile, and appealing proportions. Detailed engineering moved to Cowley under Charles Griffin (Morris Chief Engineer), with input from a strong team including Reg Job. Issigonis maintained oversight, visiting weekly.

Key innovations addressed Mini shortcomings:

• Enlarged A-Series engine (from 948cc prototype to 1098cc production, later 1275cc).
• Alex Moulton’s Hydrolastic interconnected fluid suspension (debuting on ADO16 after refinement; rubber cones plus fluid displacers linked front-to-rear for excellent ride and reduced pitch).
• Disc front brakes (controversial at the time; Issigonis reportedly saw them as “fashionable” but management pushed for them).

Charles Griffin played a crucial role in refinement. The car used a transversely mounted A-Series with gearbox in the sump, delivering impressive interior space rivaling larger rivals like the Ford Cortina.
​
​Production started at Cowley (Morris first), with Longbridge for Austin variants. Launch delays and badge engineering reflected internal BMC politics between Austin and Nuffield dealer networks.

The ADO16 excelled in space efficiency. Despite compact external dimensions (wheelbase ~93.5 in / 2375 mm, length ~146.65 in / 3725 mm), it offered a spacious cabin and decent boot. The Hydrolastic suspension provided a supple, pitch-resistant ride that contemporaries raved about—superior to conventional setups.

Pininfarina’s styling gave it a modern, upscale look with clean lines, cropped rear fins (early influence), and distinctive grilles per badge. Interiors varied from basic to luxurious (wood and leather in Vanden Plas). Two- and four-door saloons, plus estates (Countryman/Traveller from 1966), were offered. Mark II (1967) brought a wider grille and all-synchromesh gearbox; Mark III (1971) minor updates.

Contemporary praise: Motoring press lauded the ride, handling, and space. It felt modern and comfortable, a step above rivals. One review noted its ability to make rough roads feel smooth while remaining stable at speed.

The Morris 1100 launched on 15 August 1962, with Austin following in 1963. It quickly topped UK sales charts, holding strong market share (~15% at peak) thanks to its blend of innovation and practicality. Production hit over 2 million by the mid-1970s.

Challenges included early reliability niggles (shared with Mini), rust (notoriously poor body protection), and BMC’s slow updates. The 1300 arrived belatedly in 1967. By the early 1970s, it faced stiff competition from the Ford Cortina and Escort. Production ended in 1974 (UK), replaced piecemeal by the Allegro and Marina. Its legacy endures among enthusiasts for packaging brilliance, though survivors are rarer due to corrosion.

BMC’s badge engineering reached its zenith with ADO16. Core mechanicals were shared, with trim, grilles, badging, and minor power differences distinguishing them.​​

• Austin 1100/1300 (incl. 1300GT): Longbridge-built. Wavy-bar grille; GT had twin carbs, vinyl roof, sportier trim (from 1969).
• MG 1100/1300: Sportier twin-carb versions. Octagonal badges, unique grille, higher tune.
• Riley Kestrel (1100/1275/1300): More luxurious Riley badging; dropped in 1969.
• Wolseley 1100/1300: Upmarket with Wolseley grille and illuminated badge.
• Vanden Plas Princess 1100/1300: Luxury flagship with wood, leather, and Vanden Plas refinement.
  
• Morris 1100/1300: Initial launch model (Cowley-built). Basic to mid-range, straight-bar grille.

Estates: Austin Countryman / Morris Traveller.
​Overseas: Austin America (US, two-door), various local names (e.g., Apache in some markets), Innocenti in Italy.

The ADO16 remains a high-water mark for BMC innovation: Issigonis packaging, Moulton suspension, and Pininfarina style in one affordable package. Quotes from the era capture the excitement, while its sales success proved the formula. For enthusiasts, restoring one highlights the clever engineering—and the rust battles. It’s a quintessential British classic that shaped 1960s motoring.

What’s your favourite ADO16 variant? Share in the comments—perhaps a pristine Vanden Plas or a peppy MG 1300? 

🧠 The Idea: Why Hydrolastic was Invented

The origins of Hydrolastic lie in a convergence of two engineering minds:

• Sir Alec Issigonis, designer of the Mini and the ADO16
• Dr. Alex Moulton, rubber suspension specialist and innovator

At the time, small cars like the original Mini suffered from a major flaw: pitching — the nose-diving, tail-lifting motion caused by a short wheelbase and stiff suspension. The inspiration partly came from the hydropneumatic systems being developed by Citroën in France, especially the futuristic Citroën DS, which showed that fluid-based suspension could dramatically improve ride comfort.
But Moulton’s goal was different:
Instead of a complex hydraulic system with pumps and pressure regulation, he wanted something:

• simple
• cheap to manufacture
• self-contained
• suitable for mass production

⚙️ The Breakthrough Design

Introduced in 1962 and first used on the ADO16 Morris 1100, Hydrolastic replaced conventional springs and dampers with displacer units at each wheel.
Each unit contained:

• a rubber spring element
• hydraulic fluid
• damping valves

The key innovation was interconnection:
👉 Front and rear wheels on the same side of the car were linked by a fluid pipe.
So when: the front wheel hit a bump → fluid was displaced backward → rear wheel was lifted slightly.
This created a remarkable effect:

• reduced pitching
• improved ride smoothness
• natural anti-dive and anti-squat characteristics

Unlike conventional suspension, Hydrolastic also introduced a progressive spring rate, meaning the system stiffened as it compressed.

🚗 Development and Expansion (1960s–1970s)
Following success on the ADO16 (Morris 1100 / Austin 1100 / MG 1100), Hydrolastic quickly expanded across BMC’s lineup.
Key cars using Hydrolastic:

• Mini (from 1964 onwards in some variants)
• Morris 1100 / Austin 1100 (ADO16)
• Austin 1800 “Landcrab”
• Austin Maxi
• Various Australian and export-market models

By the mid-1960s, Hydrolastic had become a defining feature of BMC engineering philosophy.

🌍 Real-World Impact and Reception
When it worked properly, Hydrolastic was widely praised:
Advantages:

• Exceptional ride comfort for small cars
• Reduced pitching motion
• Space-efficient (no large coil springs required)
• Clever use of rubber and fluid rather than complex hydraulics

Drivers often described Hydrolastic-equipped cars as:
“feeling like they floated over rough roads”

⚠️ The Problems Begin
Despite its brilliance, Hydrolastic had weaknesses that became more apparent over time:
1. Maintenance sensitivity
The system relied on correct fluid pressure. Over time:

• seals degraded
• fluid levels dropped
• ride height became uneven

2. Complexity for mechanics
Many workshops were unfamiliar with the system, leading to:

• poor servicing
• incorrect pressurisation
• early reputations for “sagging” suspension

3. Cost and production pressure
As British Leyland emerged from BMC, financial constraints became more severe.
Hydrolastic was:

• more expensive than conventional steel springs
• harder to standardise across multiple platforms

🔄 Evolution: Hydragas Takes Over
By the early 1970s, Hydrolastic was replaced by an evolution called Hydragas.
Introduced in 1973 on the Austin Allegro, Hydragas replaced the rubber spring element with a gas-filled chamber.
This provided:

• simpler construction
• improved ride control
• reduced maintenance issues

However, it marked the beginning of the end for interconnected suspension in mainstream British cars.

🏁 Deployment Peak and Decline (1970s–1980s)
Hydrolastic itself was phased out gradually:

• Mini reverted to conventional suspension in later years
• ADO16 production ended in the 1970s
• Austin Maxi was among the last major Hydrolastic cars (until 1978)

By the late 1970s, British Leyland prioritised:

• cheaper manufacturing
• simpler servicing
• global platform compatibility

The industry trend had shifted decisively toward:

• MacPherson struts
• coil springs
• torsion beam rear axles

Hydrolastic no longer fit the new economic reality.

🧭 Retirement and Legacy
By the early 1980s, Hydrolastic was effectively gone from production cars.
Its successor Hydragas survived a little longer, appearing in:

• Austin Allegro
• Austin Princess
• MG Metro
• Rover 100 and MG F (later adaptations)

But even Hydragas was eventually replaced by conventional suspension systems by the early 2000s.

🧩 Why Hydrolastic Still Matters Today
Although it disappeared, Hydrolastic remains highly respected among engineers and historians because it achieved something rare:
It delivered:

• true inter-wheel suspension coupling
• passive (non-powered) hydraulic operation
• mass-production viability at scale

It also influenced later ideas in:

• active suspension systems
• adaptive damping systems
• modern vehicle stability control thinking

🏆 Final Verdict
Hydrolastic was not a failure — it was ahead of its time but constrained by its era.
It represented a uniquely British engineering philosophy:

• clever
• elegant
• slightly overcomplicated
• and ultimately overtaken by cost and simplicity pressures

​Yet for a generation of drivers, it gave something unforgettable: a small car that rode like a much larger one.

Next time: How a Hydrolastic  displacer unit works and a comparison with Citroen's hydropneumatic systems.

Written by Paul Sweeney.

Having been struck by the handsome good looks of the Jaguar XK, XK8 and XKR cars I saw at several recent car shows here I began thinking about owning one, as you do. My first objective was to learn what the XK, XK8 and XKR badges meant - and that soon turned into unearthing the development history of these cars from their launch in 1996 to eventual replacement with the F Type in 2014. I quickly came to appreciate ​that the Jaguar XK and XKR series was pivotal in Jaguar's modern history, blending luxury, performance, and cutting-edge design.

​So here is my brief summary - and please remember I'm an enthusiast, not an expert - so if you know more or know better than I do, feel free to share your knowledge.

Jaguar XK Series (1996–2014)
The Jaguar XK was introduced in 1996 as a successor to the Jaguar XJS. It was Jaguar’s first model to feature the AJ-V8 engine, marking a significant departure from the brand’s traditional inline-six and V12 engines. The XK was available in coupé and convertible body styles, designed by Geoff Lawson (X100 generation) and later Ian Callum (X150 generation).

First Generation (X100, 1996–2006)

• The XK8 debuted in 1996, featuring a 4.0L V8 engine.
• In 1998, Jaguar introduced the XKR, a high-performance variant with a supercharged V8, producing 370 hp.
• The XK8 and XKR shared a platform with the Aston Martin DB7, which was based on the stillborn XJ41/42 project.
• The design incorporated classic Jaguar styling cues, including a long hood and a sleek, aerodynamic profile.

​Second Generation (X150, 2006–2014)

• The XK was completely redesigned under Ian Callum, featuring an aluminum monocoque chassis, making it lighter and more rigid.
• The XKR returned with a supercharged 4.2L V8, later upgraded to 5.0L, producing 510 hp.
• Jaguar introduced the XKR-S in 2011, boasting 550 hp and aggressive styling.
• The XK series was discontinued in 2014, making way for the Jaguar F-Type.

Jaguar XKR Series (1998–2014)
The XKR was Jaguar’s performance-oriented grand tourer, offering enhanced power, handling, and styling.
Key Features

• Supercharged V8 engines, progressively increasing in power from 370 hp (1998) to 550 hp (2011 XKR-S).
• Aerodynamic enhancements, including a rear spoiler, mesh grille, and hood vents
• Luxury interior, featuring leather upholstery, wood trim, and advanced infotainment systems
• Performance upgrades, such as adaptive suspension, larger brakes, and lightweight construction

The XK and XKR series remain highly regarded for their blend of British elegance and exhilarating performance.

So the outcome? I bought one, of course; a second-generation XKR with the 5.0L 510 hp supercharged engine - without wood on the inside!

Written by Paul Sweeney.

Written by Paul Sweeney.