overhead valves single overhead camshaft[1] camshaft driven by vertical drive at the front of the engine valves operated by fingers mounted in eccentric bushes.[8]
The Morris Minor is a small 4-seater car with an 850 cc engine manufactured by Morris Motors Limited from 1928 until 1934. The name was resurrected for another newer car for the same market in 1948.
Beginning in 1922 the tiny seven horsepower Austin had brought motoring to a new public and broadened the market. Against that Morris's Oxfords and Cowleys had taken 41 per cent of the entire 1925 British private car market. Morris sales had begun to slow in 1926. They were revived by a new face for the Morris Oxford and Cowley and an expansion of Morris's range both up and down the scale.
The same year William Morris realised millions from the sale and stock market listing of preference shares in his business and he privately bought Wolseley, founded by Herbert Austin, which until a few years earlier had been Britain's largest car manufacturer.
William Morris now had ample wherewithal to go after Herbert Austin's little car with his own small Morris. With a surplus of production facilities, and Wolseley's design engineers added to his own at Morris Commercial Cars, little time was taken for development of the Morris Minor. A more complex design than Austin's Seven the all-new car was on the market before the middle of 1928.
Mechanicals
Engine
The new Morris engine was designed by Wolseley, by this time also personally owned by William Morris. It was largely a new design but following a conventional Wolseley SOHC front camshaft drive concept if much smaller than any existing Wolseley unit. The overhead camshaft was driven by a vertical spiral bevel geared shaft that passed through the dynamo carrying the armature. A single SU carburettor was fitted and coil ignition used. The engine produced 20bhp (15kW) at 4000rpm[12] allowing a top speed of 55mph (88km/h). The electrical system was 6 volt.
The Morris Minor's engine was produced in two versions. From 1928 to 1930 all the cars had an 847cc overhead-camshaft engine designed and made by Wolseley. It remained in production for the more expensive Minors until 1932.
Morris's in-house engineers at Morris Commercial Cars led by Percy Rose,[note 2] who had designed the chassis, devised a simpler valve train for the same block. This more conventional side-valve unit of slightly lower power output entered production in late 1930 at Morris Commercial Cars' new premises in the former Wolseley works at Adderley Park, under the supervision of the young Leonard Lord.[13] Initially for the lower-priced cars — first for the £100 car, later for others — it remained in production until 1934.
39,087 of the overhead-camshaft type and 47,231 of the side-valve version were made.[12]
Chassis
Although the company's main assembly plant was at Cowley, outside Oxford, the chassis and running gear were designed at another of W R Morris's private investments, Birmingham-based Morris Commercial Cars. Previously E G Wrigley & Co it was a former component supplier to Morris. He had bought and renamed it after it had fallen into receivership. Wrigley's had invested heavily and re-equipped its works to make components for a major mass-produced motorcar project, which had collapsed at the last minute.
The chassis built of channel-section steel has cable-operated four-wheel brakes and it rides on half-elliptic springs. The 26-inch wire wheels take tyres of 3.50-inch section.[1] (by December the car tested had 27 x 4.00-inch tyres)[8] The car is to be complete with all accessories including an engine starter.[1] The central brake lever works a transmission brake at the back of the gearbox. The bucket-type front seats are adjustable, the passenger's side folds and tips.[9]
Equipment includes:
automatic screen wiper – suction operated
driving mirror
shock-absorbers at both back and front
full width bumpers at each end etc.
safety glass by Triplex is available at extra cost[9]
At first the only body types offered were a 2-door fabric-bodied saloon and a four-seat tourer, but during production up to a dozen different body styles were used. A big part of their success was that they were full-sized cars in miniature. The accommodation in the 2-door cars was described as "chummy" because of the unavoidable personal contact in the confined space.
From a cartoon of the day: First urchin: (surveying a small car parked at the kerb) "Its an Austin, I tell yer." Second urchin: "T'aint, its a Morris Minor." Third urchin: "S'neither, it's got pedals."
Morris Eight, Austin Seven
Said W R Morris, "Some people think that my idea is to try to crush the Austin Seven off the market, which is absurd. But I can say this, my price will not be higher than that of the Austin Seven." Sir Herbert rejoined, "Personally, and as firms, we are on the best of terms with the Morris Company. The public will decide whose car they like best. Mr Morris's decision (to enter this sector) is no surprise to me ... I knew what was going on weeks ago."[13]
There were no pictures, but the public's first detailed description of the new 8hp Morris was released on Saturday 26 May 1928. The press release did say the engine's dimensions were 56 x 76 = 748 cc – presumably for Sir Herbert Austin[1] The press had been told (they claimed by someone at Morris) these names were being considered: Morris-Oxley, -Bully, -Carfax, -Magdalen, -Calfley, -ette, -Iffley, -Dancer, -Moxley and -Cox.[14] The Motoring weeklies published better descriptions and photographs in the last week of August.
Next, on Saturday 1 September 1928, prices were advertised:
The launch was on 11 October 1928 at the opening of London's 22nd Olympia Motor Show. A 4-seated tourer was displayed and a 4-seated saloon with sliding windows. Both had two doors.[2]The Times motoring correspondent tested the fabric saloon and reported at length in December finishing with "I liked the general control and one does not get the impression that one is driving a very small car".[8]
The fabric covered bodies used so much wadding to smooth their corners birds learned to peck through the fabric for the felt to build their nests.[13]
Coachbuilt, steel-panelled cars with a folding "sunshine" roof, i.e. "an opening head", for £9 more than the fabric car, were announced in August 1929 and all three cars were given rear-hinged doors with their forward ends sloping towards the front at the bottom. "This gives the required foot room for entering or leaving a light car".[3] The two saloons shown at Olympia had buffers.[16] A 5-cwt van was added to the Minor range for 1930. It was displayed as Morris's smallest van offering at the 1929 Motor Transport Show.[7]
tourer registered July 1930
2-seater displaying buffer
The following year, in August 1930, a new 2-seater semi-sports joined the range with a hood and side screens. It was designed for two adults and their luggage and was cheapest in the range by £5. The tourer and two saloons, fabric and steel-panelled, remained in production. Advertisements referred to improved coachwork comfort and finish and improved lubrication and electrical systems. Tyres were now 19 x 4.00-inches. The coachbuilt saloon might now be had in black as well as blue.[5] This last saloon came with automatic windscreen wiper, rear-vision mirror, safety glass and the new chromium finish. Morris's stand at Olympia displayed just a chassis of the Minor.[17]
A £100 motor-car
seventh £100 car — chassis SV107 Beaulieu National Motor Museum
Just before Christmas 1930 Sir William Morris Bt. released a statement saying that he would put on the market very soon a new car to sell at £100 and it would be known as the Morris Minor S.V. two-seater. The body, he said, is to be coach built—steel panels on a wood frame—has as few bright parts as possible "to reduce polishing" and is finished in naval grey with red upholstery. Decarbonisation and valve adjustment were very simple and contributed to the new car's low running costs.[6] Within a few months 2-door saloon models with the S.V. type engine were also in production.[18] A 4-seater S.V. tourer was announced in April.
The £100 car 1932 model 2-seater, radiator shell now chromed again, registered December 1931, Magna wire wheels
The overhead valve engine was proving to be expensive to make and Wolseley's design—the six-cylinder version powered their successful Hornet saloon, and racing MGs[note 3]—suffered from oil getting into the dynamo. So in 1931 a version with valve gear re-designed by staff of Morris Engines using side-valves and giving nearly the same power output, 19bhp (14kW) at 4000rpm, was introduced.
On the road, the tester advised, the new Morris Minor S.V. exceeded 50mph. A certain amount of wheel-bounce consumed a lot of power when testing standing-start times. The tappets could have been adjusted more finely, the accelerator needs a steadier spring and there should be a rest pedal beside it. Speed and brake levers were rather distant, top speed was apt to jump out when the load came off, some wheel bounce and movement with such a short wheelbase is acceptable, the foot brakes pulled to the near-side.[19]
The lower cost of the new engine allowed the Minor to be sold for the magic £100 as a stripped-down two-seater. The S.V. 2-seater cars were priced exactly 25 per cent cheaper than the SOHC cars had been. For a while both overhead and side valve versions were produced. The overhead-camshaft unit survived until 1932 in the four-door model, which also gained hydraulic brakes.[12]
A four-door saloon
In August 1931 a new radiator shape was revealed. The overhead valve version was renamed Morris Family Eight and was given a 7ft 7 inches wheelbase, an extra 13 inches. The Family Eight was placed within the range between the Minor and Cowley. This saloon has four doors and has enough room for four grown persons. 17 x 4.50-inch tyres were fitted to the new Magna type wire wheels. Magna wheels were now fitted throughout the entire Morris range. The saloon bodies were slightly restyled with a more rounded look being given an "eddyfree" front, the standard size was roomier, their front seats could be adjusted and their doors were widened and fitted with safety glass winding instead of sliding windows. New colour schemes were made available. The fuel tank moved from the scuttle area below the windscreen to the rear of the car. An electric fuel pump or "automatic petrol-lift" was fitted.[4]
Family Eight saloon long wheelbase not registered until November 1932 Magna wire wheels
Morris Family Eight SOHC prices:
4-door 4-seat Saloon with sliding head £152.10.0
Sports coupé with sliding head £175 later named Special Coupé
chassis £115
These Morris Family Eight cars were fitted with hydraulic brakes. Their new smooth sloping screen and rounded front allowed smooth passage of air and less resistance. The use of hydraulics distinguished the Morris from the competing Austin 7 with its less reliable cable brakes.[4]
The S.V. cars continued now known as Morris Minors in contrast to the Morris Family Eight cars.[4]
All Morris cars were given anti-splash side-shields to their front wings. The Minor was given a new better-looking radiator and longer bonnet, better steering by Bishop Cam, and a four-speed gearbox. The £100 2-seater kept the old radiator, three-speed gearbox, worm and wheel steering and windscreen of a single panel.[10]
Special Coupé registered January 1932
Morris displayed at the next Motor Show in October 1932 a Minor chassis for £87.10.0. For £90 the same chassis came equipped with a four-speed twin-top gearbox ("silent" third), cam steering and deep radiator.[10] The 2-door Minor coachbuilt saloon is £125 or with fixed head £122.10.0[20]
Also displayed was the new side valve Family Saloon, a long wheelbase car previously named Family Eight when equipped with the SOHC engine. There is now a Special Coupé for £165.[10] The complete Family Saloon is £145 and the chassis alone £100.[20]
By the end of August 1933 all Morris cars had synchromesh four-speed gearboxes, dipping headlights, hydraulic shock absorbers, leather upholstery, hydraulic brakes, rear petrol tank, direction indicators and safety glass. The Family Saloon and Minor added to that illuminated direction indicators and pneumatic upholstery.[21]
2-door saloon on the original wheelbase 1933
The £100 car suffered a price rise in August 1933.
The 2-door saloon on the original wheelbase was tested and the result published in November 1933. The tester was pleased enough but made much of the fact that this car was designed to carry three adults or two adults and two children. He described the car as narrow in the beam but with room enough and added that the seats are "reasonably comfortable".[11]
The Minor and Family Saloon were replaced by the Morris Eight in August 1934 with an entirely new body and a slightly larger 918 cc engine.[22] It continued to be a sales success.
Riley was a British motorcar and bicycle manufacturer from 1890. Riley became part of the Nuffield Organization in 1938 and was merged into the British Leyland Motor Corporation in 1968. In July 1969 British Leyland announced the immediate end of Riley production, although 1969 was a difficult year for the UK automotive industry and many cars from Riley's inventory may have been first registered in 1970.
The Riley RM Series is an executive car which was produced by Riley from 1945 until 1955. It was the last model developed independently by Riley prior to the 1952 merger of Riley's still new owner Nuffield, with Austin to form BMC. The RM series was originally produced in Coventry, but in 1949 production moved to the MG works at Abingdon. The RM models were marketed as the Riley 1½ Litre and the Riley 2½ Litre.
Wolseley Motors Limited was a British motor vehicle manufacturer founded in early 1901 by the Vickers Armaments in conjunction with Herbert Austin. It initially made a full range, topped by large luxury cars, and dominated the market in the Edwardian era. The Vickers brothers died and, without their guidance, Wolseley expanded rapidly after the war, manufacturing 12,000 cars in 1921, and remained the biggest motor manufacturer in Britain.
Morris Oxford is a series of motor car models produced by Morris of the United Kingdom, from the 1913 bullnose Oxford to the Farina Oxfords V and VI.
SS Cars was a British manufacturer of sports saloon cars from 1934 until wartime 1940, and from March 1935 of a limited number of open 2-seater sports cars. From September 1935, their new models displayed a new name: SS Jaguar. By then, its business, which was founded in 1922, was run by and largely owned by William Lyons. Lyons had been partner with 1922 co-founder William Walmsley until Walmsley sold his shareholding in January 1935.
The Riley Nine was one of the most successful light sporting cars produced by the British motor industry in the inter war period. It was made by the Riley company of Coventry, England with a wide range of body styles between 1926 and 1938.
The Rover 10 was a small family car from the British Rover car company produced between 1927 and 1947.
The Wolseley Hornet is a six-cylinder twelve fiscal horsepower lightweight automobile which was offered as a saloon car, coupé and open two-seater as well as the usual rolling chassis for bespoke coachwork. Produced by Wolseley Motors Limited from 1930 until 1936, the Hornet was unveiled to the public at the end of April 1930. Wolseley had been bought from the receivers by William Morris in 1927.
The Morris Ten announced 1 September 1932 is a medium-sized car introduced for 1933 as the company's offering in the important 10 hp sector of the British market. It continued through a series of variants until October 1948 when along with Morris's Twelve and Fourteen it was replaced by the 13.5 hp Morris Oxford MO.
The Austin Light Twelve-Six is a 14 tax horsepower car with a 1496 cc engine that was introduced by Austin in January 1931. It was named by Austin Light Twelve to separate it from the well-established Austin Twelve. The general public then dubbed the original Twelve Heavy Twelve but Austin never used that name. The Light Twelve-Six remained in production until 1936.
The Hillman Fourteen is a medium-sized 4-cylinder car announced by Hillman's managing director Spencer Wilks, a son-in-law of William Hillman, at the end of September 1925. This new Fourteen substantially increased Hillman's market share and remained on sale into 1931. During this time it was the main product of the company.
The MG M-type is a sports car that was produced by the MG Cars from April 1929 until 1932. It was sometimes referred to as the 8/33. Launched at the 1928 London Motor Show when the sales of the larger MG saloons was faltering because of the economic climate, the small car brought MG ownership to a new sector of the market and probably saved the company. Early cars were made in the Cowley factory, but from 1930 production had transferred to Abingdon.
The Rover 12 was a name given to several medium-sized family cars from the British Rover car company between 1905 and 1948.
Austin Twenty is a large car introduced by Austin after the end of the First World War, in April 1919 and continued in production until 1930. After the Austin 20/6 model was introduced in 1927, the first model was referred to as the Austin 20/4.
Morris Oxford Series MO is an automobile produced by Morris Motors of the United Kingdom from 1948 to 1954. It was one of several models to carry the Morris Oxford name between 1913 and 1971.
The Rover 16/50 and Rover 16 are mid-sized cars which were produced by Rover from 1926 to 1929 and non-continuously from 1936 to 1947 respectively.
The Rover Fourteen was a medium-sized family car and variants produced by the British Rover car company between 1924 and 1948. Civilian automobile production was interrupted in 1940 because of the war, but when the war ended in 1945, the Rover 14 returned to the market and remained available until replaced by the Rover 75 at the beginning of 1948.
The Vauxhall 20-60 is a four or five-seater saloon, limousine, tourer or coupé-cabriolet manufactured by Vauxhall of Luton. It was announced on 28 September 1927 with a six-cylinder engine and a four-speed gearbox. A cautious move downmarket. "The first time any six-cylinder Vauxhall has been sold under £1000!" "British & Vauxhall". The initial 2.7-litre engine was enlarged to 3-litres after twelve months.
The Morris Six is a 2½-litre six-cylinder car with an overhead camshaft for its overhead valves first displayed at the October 1927 Motor Show at Olympia as Morris Light Six. When he bought Wolseley in February 1927 W R Morris gave Wolseley employees his reason. It was that he wanted to make good 6-cylinder cars and Wolseley could do that. He said he particularly admired their 2-litre Wolseley 16/45.
The Hillman Straight Eight and its successor the Hillman Vortic were moderate priced mid-sized 20 tax-horsepower executive cars made by Hillman from 1929 to 1930. The lowest priced eight-cylinder car on the market the car was scarcely in full production when sales were hit by the onset of the Great Depression.
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