For example, the highly successful Pininfarina style ADO16 to Austin 1100, 1300 and 1300GT, Morris 1100, 1300 and 1300GT, Vanden Plas 1100 and 1300, MG 1100 and 1300, Riley Kestrel 1100 and 1300, and the Wolseley 1100 and 1300, under BMC's umbrella, launched in 1963. BMC squeezed out every possible penny of all models to meet the different brand dealers' expectations and to ensure the best possible profit. In the 1960's this was a very functional way of doing business.

 

BMC did not last forever. In 1966 BMC started talks with Jaguar and Sir William Lyons. The agreement came quickly to the agreement and the merger was announced in July. The result was that BMH - British Motor Holdings was formed.

Much of the reason for these negotiations was that England's largest body manufacturer; Pressed Steel Fisher was owned by BMC and development costs to vehicle manufacturers became more and more expensive. A merger with BMC would provide better distribution of expences and lower production cost.

 

Also in 1966, started Leyland (read: Rover) talks with BMC, actually before Jaguar. First, in October 1967 was the speed of the negotiations raised, when Prime Minister Harold Wilson invited BMH and Leyland to further conversations. The negotiations went slowly because it was visible that the new company BMH was financially very weak and Leyland had solid gains. Finally, the merger was ready and the 17. January 1968 was announced at BMH would take over Leyland.

 

BLMC - British Leyland Motor Corporation - was in operation from may 1968. BMC / BMH ceased to exist.

 

BLMC had at the end of 1960's too many brands and models in its portfolio. Therefore, to a rationalization of the range was performed. At the same time, it was necessary to gain control of costs.