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Morris Marina
Manufacturer	British Leyland
Production	1971–80
Predecessor	Morris Oxford
Successor	Morris Ital
Class	midsize car
Body style(s)	4-door saloon 5-door estate car 2 door coupé 2-door pick-up 2-door van
Engine(s)	1.3 L A-Series Straight-4 1.8 L B-Series Straight-4 (1971-1978) 1.7 L O-Series Straight-4 (1978-1980) 1.4 L Straight-4 Diesel 1.5 L E-Series Straight-4 (Australia) 1.75 L E-Series Straight-4 (Australia) 2.6 L E-Series Straight-6 (Australia/South Africa)
Wheelbase	96 in (2438 mm)
Length	166 in (4216 mm)
Width	64 in (1626 mm)
Designer	Roy Haynes

1973 Morris Marina 4-door saloon in England

1973 Morris Marina 2-door coupé. This grill identifies the 1.3 litre version

1976 Morris Marina Estate in England

1971 Morris Marina 1.8 TC 4 door saloon. The 1.8 TC was marketed as the sporting version. The high visibility "safety colour" of this example was fashionable in the 1970s.

The Morris Marina was a car manufactured by the Morris division of British Leyland throughout the 1970s, a period of great turbulence and difficulty for the British car industry. It was known in some markets as the Austin Marina, Leyland Marina, and Morris 1.7.

The model has been widely identified as symptomatic of the problems facing the industry at that time, with poor build quality, handling likened to a "skip on wheels"^[1] and outdated design. The 1980 replacement for the Marina, the closely related Ital, received similar criticism. The Marina has been described as one of the worst cars of all time.^[2][3][4][5]

The Marina was developed under the ADO 28 codename. It was in production from 1971 to 1980 and thereafter as the moderately face-lifted Ital until 1984 when the Morris name was consigned to history. In Australia, it was known as the Leyland Marina, in New Zealand as the Morris 1700 (for 1979–81, in face-lifted O-Series form), and in South Africa and North America as the Austin Marina.

In the early 1970s, BL decided that conservative, traditionally-engineered cars would be released under the Morris name, while more adventurous cars would be released as Austins or even as new marques — such as the Austin Allegro and Leyland Princess. As a result, the Marina was unadventurous, being based on tried and trusted BMC components based on the Morris Minor and MGB but using mainly Triumph Dolomite transmission and running gear. Intended as a stop-gap design until new product was ready later in the 1970s, it was designed by Roy Haynes, the same man who designed the Ford Cortina Mark II, with which it shares some stylistic similarities.Roy Haynes attempted to put forward a system that many manufacturers now use, that of the common floor pan shared between models and the Marina was designed to be the first car utilising this idea. It was looked on as too radical by the management of British Leyland and after a short while Triumph designer Harry Webster was drafted in to push the project forward, Roy Haynes soon leaving the company. The engines were the venerable A-Series and B-Series units in 1.3 and 1.8 litre capacities, respectively, with rear wheels being driven through a live axle. It featured torsion bar suspension at the front and leaf-spring suspension at the rear, and five body styles, saloon, estate, coupé, pickup and van, the estate coming about almost one and a half years later in late 1972. The TC versions were equipped with a twin carburettor engine similar to that found in the MG MGB for extra performance. A 1.5-litre diesel version was offered in Europe.

The car was popular with families and undemanding car buyers, and was available in the typical BL colours of the day — brown, beige, dark limeflower green and a characteristically 1970s purple. It was intended to be a competitor to the generally similar Ford Cortina (and to some extent the smaller Escort); the Vauxhall Viva and later Vauxhall Cavalier; and the Hillman Avenger and Hunter.

BL was beset with problems including industrial action throughout the period, and the Marina was one of a number of models that suffered. While the BL workers gradually eroded their own employment, manufacturers in Europe and Japan introduced innovative designs (such as the VW Golf) that the Marina and its like were never likely to compete with. The problems were compounded as the cars which were to replace the Marina and BL's other mid-size offerings were delayed again and again (eventually appearing as the Austin Maestro and Austin Montego only in 1983/4). By this point, the idea of separate Austin and Morris ranges had been abandoned: there was not enough money to develop a full range of rear-wheel-drive Morris cars and an equivalent front-wheel-drive (FWD) Austin range and FWD was becoming increasingly acceptable across the market.

There were changes however, albeit small ones. A facelift in 1975 gave the Marina new radiator grilles, dashboard, seats, suspension modifications and increased soundproofing. The overhead camshaft O-Series engine (that also was also used for Leyland Princess) appeared in 1.7 litre form in 1978 to replace the larger B-Series 1.8 models. A changed grille, including driving lights, a front spoiler and redesigned bumpers and rear lights were added to all models.

Under severe financial strain, BL was bailed out by the government in the late 1970s, and Sir Michael Edwardes was brought in to oversee the company. Under his leadership, BL made an attempt to update the Marina, by enlisting the help of Giorgetto Giugiaro's ItalDesign. ItalDesign, however, did not design the car, which was an in-house product—it merely productionized it. The result of this exercise, the 1980 Morris Ital features large rear lamp clusters and a new front end, but the 1971 vintage of the design was obvious. The Ital lasted four years and was replaced by the Austin Montego in early 1984, thus bringing to an end use of the Morris name on passenger cars.

Despite its heavy criticism from the media and motoring press, the Morris Marina was a very popular car in Britain and was among the country's best selling cars throughout its production life, peaking at second place – only surpassed by the Ford Cortina – in 1973.

Marina production lasted almost 10 years, and in that time no less than 807,000 were sold across Britain, though it was less popular on export markets.

A survey conducted by Auto Express magazine in August 2006 revealed that just 745 of the 807,000 Marinas sold in Britain are still on the road - fewer than one in a thousand. This made it officially the most-scrapped car to have been sold in Britain over the previous 30 years.^{[6][citation needed]} This was surprising even for a car which had ceased production 26 years earlier.

• 1971–1980 - 1275 cc A-Series Straight-4, 60 hp (45 kW) at 5250 rpm and 69 ft·lbf (94 Nm) at 2500 rpm
• 1971–1978 - 1798 cc B-Series Straight-4
• 1971–1978 - 1798 cc B-Series Straight-4 Twin carburettor
• 1977–1980 - 1489 cc Straight-4 Diesel

The Marina was available in the United States as the Austin Marina from 1973–75 in 2- and 4-door form. It was marketed as an Austin because Morris was a virtually unknown brand in the US and to capitalise on the success of the Austin-Healey marque.^{[citation needed]} The 1973 model still had the normal small bumpers, but the 1974/5 models had large bumpers to comply with new US regulations. It was only produced with the 1800 cc engine and was soon strangled by the emissions equipment required by US law, being fitted with an air pump and exhaust air injection. The US Government soon accused BL of "dumping" cars in the US which – combined with tales of poor quality – made it a very poor seller, and they were not exported to the US after 1975.

The Marina was also marketed in Canada as the Austin Marina, in 2-door coupé and 4-door saloon form, from 1973–78, using only the 1800 engine, fitted with US-style heavier bumpers and emissions equipment. Sales stopped when the 1.8 L engine was replaced by the 1.7 L engine, which was not emissions-certified in Canada. While its simple rear-wheel drive layout and mechanicals appealed to many Canadian drivers, the Marina's body was prone to extremely fast rust-out on the salted winter roads of eastern Canada, which limited sales in later years.^{[citation needed]}

In Denmark, the Morris Marina name was used for a badge-engineered version of the Morris 1100 in the early- to mid-1960s.

The Morris Marina, sold there as the Leyland Marina (in saloon and coupé forms only) instead used the OHC E-Series motors, in 1500 cc and 1750 cc forms, the 1750 in two different rates of tune. Additionally, as an ill-advised competitor to the Holden Torana and Ford Cortina 6 models, the Marina was also offered with a 121 hp (90 kW) 2600 cc engine.

This indigenous Marina variant was capable of 0–60 mph in under nine seconds. The Australian Marinas were built from CKD kits sent from Cowley in England, but used high levels of local content, including different running gear, axle, interiors, seals, seats, uprated dampers and mounts, uprated wheels and a higher grade of fit and finish. The Marina Six used a separate front sub-frame to support the weight of the Big Red engine and different front struts to try and improve handling. Leyland Australia were known for their own development and a version of the Rover V8 was converted into a V6 and test fitted to a Marina saloon, allegedly running in a race at Mt Panorama. A replacement was in development in 1974. Production of the Marina in Australia was between 1972 and 1974, when Leyland Australia's Zetland factory (home of the Leyland P76) closed.

The Morris Marina was a popular car on the New Zealand market, imported by the New Zealand Motor Corporation. Imports began with built-up British sourced saloons (in 1.3 and 1.8L forms) in 1971, but local assembly of Australian sourced (E-Series engines) models began in 1972 after the release of the Marinas there. In 1974, before the demise of Leyland Australia's manufacturing operations, local assembly switched to British sourced models again in saloon, estate, van and pick-up forms. Batches of fully-built UK-sourced cars also came in in 1973 and 1974 when the government allowed additional import licences due to the inability of local assembly plants to keep pace with demand for new cars.

In 1979 the Marina received a facelift and the BL O-Series OHC 1.7L engine, however at the time the 'Marina' name was perceived as negative by the New Zealand public - hence the Marina name was dropped completely, the car being renamed Morris 1.7. The Morris 1.7 had high equipment levels and even included front spoilers and driving lights on all models. The related van and pickup models were renamed Morris 575.

Production of this car ceased in 1981, and the car was replaced locally by an expanded range of NZMC Honda products.

In 1970, Donald Stokes ordered the BMC Competitions Department closed and disbanded. By the time the Marina appeared, it was becoming obvious that Stage Rallying was gaining popularity and in early 1971 it was decided to used the new model in the 1971 RAC rally, the following November. Luckily for BL, Special Tuning had a rally driver on its books by the name of Brian Culcheth and so with no team, no mechanics, no funding and initially no sponsorship a team of talented engineers developed a 1.3 Coupe into a rally car, funded purely by sales of performance parts from Special Tuning.

Knowing that the 1.8 engine would be too heavy for the handling, they concentrated on the 1.3 engine and using Mini components got good horsepower figures from it; then they played a flanker to pen the field in the 1.3 classes. All rally teams used one particular course to test, so the car was fitted with a full-race 1.8 and blasted around the track in front of the Ford rally team — consequently they withdrew from the 1.3 class allowing the car to claim 1st in Class for the 1971 Rally.

Subsequently, the car was entered in seventeen more national and international rallies until 1975, either being placed or winning class honours in twelve of them, the others being crashes/failures.

For 1976, BL management decided to move to the Triumph Dolomite Sprint for its main rallying weapon.^{[citation needed]}

In 1974 Foden commissioned a Rover V8-engined Marina to compete in the London-Sahara-Munich rally. This stormed through several stages before suffering rear-axle failure in the desert. The rear axle had been the only part sourced from outside the BL parts bin.

During the early 1970s, George Turnbull was retired from BL and took two Marinas, one saloon and one coupé to a small car producing company in Korea who were interested in developing their own car, instead of making other peoples cast-offs. Hyundai took the Marinas and developed the Hyundai Pony from them, in three and five door variants and a pick-up, kick-starting the company's ascendancy in car manufacturing.^[7]

The Marina lived on in many smaller ways: many parts from the Marina were used in other British Leyland vehicles. The door handles from the Marina were utilized in the Austin Allegro, Range Rover, Triumph TR7, and the first series of Land Rover Discovery, until 1998.^[8][9] They were also used by some models of the Reliant Scimitar, and by various Lotus cars, including some versions of the Lotus Esprit.^[9] The indicator switchgear, also used on the Triumph Stag, eventually became part of the Lamborghini Diablo.^[8] Marina-sourced gearboxes were used in the MG Midget.^[10]

• National Web site for Leyland Marina Australia
• Morris Marina Owners Club & Morris Ital Register (UK)
• Morris Marina at the Internet Movie Cars Database

• Austin Allegro