| Morris Oxford | |
|---|---|
 Oxford 2-seater 1913 | |
| Overview | |
| Manufacturer | Morris Motors |
| Production | 1913–1926 |
| Body and chassis | |
| Class | Small car |
The "bullnose" Morris Oxford is a series of motor car models produced by Morris of the United Kingdom, from 1913 to 1926. It was named by W R Morris after the city in which he grew up and which his cars were to industrialise.
| Oxford bullnose two-seater | |
|---|---|
 Oxford 2-seater 1913 W R Morris and passenger | |
| Overview | |
| Manufacturer | W R M Motors Limited |
| Production | 1913–16 |
| Assembly | Oxford |
| Designer | W R Morris |
| Body and chassis | |
| Body style |
|
| Layout | FR layout |
| Related | Cowley |
| Powertrain | |
| Engine | W&P 1,018 cc (62.1 cu in) I4 |
| Transmission |
|
| Dimensions | |
| Wheelbase | |
| Length |
|
| Width |
|
| Kerb weight |
|
| Chronology | |
| Successor | Hotchkiss engined car |
| Engine White & Poppe [1] 60 X 90 X 4 | |
|---|---|
| Overview | |
| Manufacturer | White & Poppe Limited, Lockhurst Lane, Coventry |
| Designer | Paul August Poppe |
| Production |
|
| Layout | |
| Configuration | 4 in-line |
| Displacement | 1,017.8 cc (62 cu in) |
| Cylinder bore | 60 mm (2.4 in) |
| Piston stroke | 90 mm (3.5 in) |
| Block material | iron, cast en bloc, fixed head pistons: cast iron crankshaft: carbon steel main bearings: three white metal in bronze shells |
| Head material | fixed, iron, cast en bloc with block, detachable valve caps |
| Valvetrain | side valve T-head camshafts each side crankcase adjustable tappets |
| Combustion | |
| Fuel system | carburettor W&P No. 25 magneto: Bosch type ZF4 later cars Mea plugs: Bosch |
| Fuel type | petrol |
| Oil system | main bearings: by galleries from oil flung off the flywheel big-ends: splash |
| Cooling system | water circulated by thermo-siphon no fan |
| Output | |
| Power output | 16.4 bhp (12.2 kW; 16.6 PS) @2,400 rpm (observed, not a maximum) Tax horsepower 9 |
| Torque output | 35.7 pound force-feet (48 N⋅m) @2,400 rpm |
| Chronology | |
| Successor | Hotchkiss |
William Morris's first car was called Oxford in recognition of its home city. It was announced in The Autocar magazine in October 1912 and production began in March 1913. [1] Because he had a limited amount of capital and was unwilling to share ownership of his business little was made in-house. Virtually all components were bought-in and assembled by Morris. It was a small car with a 1018 cc four-cylinder side-valve engine with fixed cylinder head from White & Poppe. Ignition was by a Bosch magneto. [2]
The chassis made by Rubery Owen was of pressed-steel construction and suspension was by leaf springs, semi-elliptic at the front and longer three-quarter elliptic at the rear slung above the axle. The welded single piece banjo rear axle with splined half shafts was driven by a Wrigley Worm. The front axle was of forged steel and, like the back axle assembly and the steering, was made by Wrigley. The brakes, on the rear wheels only, were the external contracting type, metal to metal, using four shoes in each drum. A White & Poppe three-forward and reverse gearbox was fitted. The Powell & Hanmer headlamps were acetylene and the side and tail lamps oil. The windscreen, by Auster Limited of Barford Street, Birmingham, like the lamps was classed as an accessory. [1]
The car got its popular name, Bullnose, from its distinctive round-topped radiator at first called the bullet nose. Most bodies, made by Raworth of Oxford, were of the two-seat open-tourer type. There was also a van version, but the chassis did not allow four-seat bodies to be fitted, as it was not strong enough and too short. [3]
It was first displayed at the Olympia Motor Show which opened 7 November 1913. The standard model remained in production unchanged. The new de luxe had a longer wheelbase, 90 in (2,300 mm), and track was now 45 in (1,100 mm). [1]
The range of bodies was now expanded from the simple two-seater to include even a limousine and a sporting car which, like the vans, had no windscreen or doors but was provided with a speedometer as a standard fitting. [1]
Its front axle and steering had been re-designed to reduce "bump-steer"and its radiator capacity increased. Grooved tyres were now supplied at the rear. The banjo back axle was no longer welded but built up from three pieces and its springs were now slung below it. [1]
In April 1914 interested readers of The Times were asked to remember the suggested solution to anxiety amongst British manufacturers brought about by the influx of cheaper American vehicles. The suggestion was to have British firms co-operate producing a certain part or parts of the complete mechanism later assembled and sold by a joint undertaking. The Morris-Oxford Light Car, it was explained to readers, was produced on a similar principle. The engine clutch and gearbox were from the works of White & Poppe, the rear axle and the rest of the transmission from Wrigley's. [4]
Of his trial The Times's correspondent reported happy results. Everything was characterised by extreme "up-to-dateness" and the vehicle lacked scarcely any amenity of the largest and most expensive car. [4]
"In general the Morris-Oxford car showed itself to be a speedy and sweet running little car with good hill-climbing powers and an unusual quality of engine flexibility. It is free from any trickiness in handling and is characterised by a general robustness of construction which is very commendable" [4]
Because of this car's significance to Britain's new motor industry the points made by The Times's correspondent are summarised below:
The American engined Continental Cowley, with most other significant components US sourced, shown to the press in April 1915, was a 50 percent larger engined (1495 cc against 1018 cc), longer, wider and better equipped version of this Morris Oxford with the same "Bullnose" radiator. [1]
The Cowley's stronger and larger construction could carry a four-passenger body. [1]
| Oxford bullnose 1919–26 | |
|---|---|
 1925 Four-seater tourer on the new for 1925 long wheelbase chassis | |
| Overview | |
| Manufacturer | W R Morris Limited |
| Production | 1919–26 |
| Body and chassis | |
| Body style |
|
| Layout | FR layout |
| Powertrain | |
| Engine |
|
| Transmission |
|
| Dimensions | |
| Wheelbase | |
| Length |
|
| Width | 58 in (1,473 mm) [5] |
| Kerb weight |
|
| Chronology | |
| Successor | Morris Oxford flatnose |
The 1919 Oxford (advertised as early as September 1918) was assembled from locally made components and now took on the rather more substantial aspect of 1915's Cowley. Longer and stronger than the old Oxford, enough to carry five passengers, the new Oxford retained the pre-war Bullnose radiator style in its larger version. [5]
From August 1919, the Cowley became the downmarket "no frills" variant with only a 2-seater body and lighter smaller tyres. The Oxford had a self-starter (an extra for the Cowley) and a better electrical system and the Oxford took and kept the Cowley's leather upholstery. [6]
The new car's 11.9 fiscal horsepower 1548 cc engine was made under licence in Coventry for Morris by a British branch of Hotchkiss the French ordnance company which was turning away from guns to the motor industry. The Hotchkiss engine used the Cowley's Detroit USA Continental Motors Company design. Hotchkiss prices well undercut White and Poppe who had made Oxford engines up to that time. Morris bought Hotchkiss's British factory in May 1923 and named it Morris Engines. [5]
When it was shown at the Scottish Motor Show in January 1920 it drew large crowds of enthusiasts all day. The chassis alone was shown and was genuinely admired for the way all transmission, everything revolving, was fully enclosed in what amounts to an oil bath, everything but the fan belt. [7] A few weeks later after a lengthy trial of the new car The Times' motoring reporter wrote that the car represents "a very decided advance in light car construction". The common sense of the designers is shown in many small details but "its greatest charm is in the engine's steam-like flexibility" and liveliness. In these respects it was the best engine the writer had ever encountered. [6]
The bodies were made by Carbodies Limited of Coventry. At first panelled entirely in aluminium in 1925 and 1926 aluminium was reserved for the lower part of the body and mudguards and scuttle were then steel. [5]
| Engines Hotchkiss / Morris 11.9 (CA and CB) Morris 14/28 (CE) | |
|---|---|
| Overview | |
| Manufacturer | Hotchkiss & Cie. Gosford Street Coventry until May 1923, works thereafter under the ownership of Morris Engines Limited [5] |
| Production |
|
| Layout | |
| Configuration | straight-4 cast en bloc with upper crankcase [5] |
| Displacement | |
| Cylinder bore | |
| Piston stroke | 102 mm (4.0 in) [5] |
| Block material | cast-iron 3-bearing crankshaft pistons: cast-iron crankshaft: steel stamping, bronze backed white metal bearings, sump cast aluminium [5] |
| Head material | cast-iron detachable copper asbestos sandwich gasket [5] |
| Valvetrain | side valve L-head, helical timing gears, camshaft in two plain bearings operating valves by mushroom head tappets, single valve springs [5] |
| Combustion | |
| Fuel system | |
| Fuel type | petrol |
| Oil system |
|
| Cooling system | water thermosyphon, fan assisted radiator 1919 by Randle, thereafter by Osberton [5] |
| Output | |
| Power output | not published |
| Chronology | |
| Predecessor | White & Poppe 60 X 90 X 4 |
In July 1921 The Times reported on one of "the best makes of British light car of modern design" writing that the 11.9 hp Morris Oxford could attain a speed of around 45 miles an hour on the level. Indeed, the car ran up Arms Hill, a gradient of about 1 in 4, "without flinching". [8]
In 1923 the engine was enlarged to 13.9 fiscal horsepower, 1802 cc. [9] This became known as the 14/28 engine. In 1925 it got a longer wheelbase chassis to move it further from the Cowley, and four-wheel brakes. [9] This model of the Oxford would be the basis of the first MG, the 14/28 Super Sports.
Reviewed by The Times in March 1924 the enlarged engine was reported to be "commendably flexible" and quiet. It seemed to enjoy being made to turn over at high speed and that happened easily, certainly it had plenty of "courage". The oil filler's lid holds a dipper rod and forms a breather but there is still no filter at this point. The main strainer can only be withdrawn after removing a plug in the bottom of the sump. The clutch was good. There is no safety stop for reverse but the gear box was pronounced the chief delight on the car, it is "simple, quiet and expeditious". The accelerator is too sensitive. As before the brake handle was too far away. The car was "easy to travel in". Difficult to avoid on an 8' 6" wheelbase but passengers' coats sweep dusty or muddy wings on entry and exit. The dynamotor (starter-dynamo) sings (gently) at speed. For the price the equipment is very full. [10]
 Before the steering column is a smokers' companion and the dash displays a fuel gauge piped from the tank in the scuttle behind it |
At the next October's Olympia Motor Show the cars were shown with front wheel brakes, to a design by Rubury, as an optional extra at £10. The brake pedal now applied all four-wheel brakes, a separate hand lever controlled brakes at the rear. The list of accessories provided as standard equipment now extended to a 12 months full insurance policy. The reporter advised the driver's entrance appeared somewhat cramped. The claimed brake horsepower was 30. [11]
At the Motor Show 1925 the 14/28 power output was reported to be 34 bhp and four-wheel brakes were standard, the same car had Barker dipping headlamps and thermostatic control of its engine's cooling water. [12]
The Times tried the 14/28 again and reported to its readers in mid January 1926 that while there may now be better designs of light car the 14/28 represented great value for money and still came with insurance for its first twelve months. A petrol gauge on the dash and an "automatic screen wiper", two horns and a proper rear windscreen. There was still no filter in the oil filler. The same complaints were made as in previous reports yet the car's general behaviour on the road was considered "praiseworthy". [13]
 Brooklands racing special |  MG 14/28 Super Sports 1925 |  MG 14/28 Super Sports 1925 |
Year | 1913 | 1914 | 1915 | 1916 | 1917 | 1918 | 1919 | 1920 | 1921 | 1922 | 1923 | 1924 | 1925 | 1926 | Total |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
Production [1] | 393 | 907 | 320 | 697 | 126 | 198 | 360 | 1,932 | 3,077 | 6,937 | 20,024 | 32,939 | 54,151 | 32,183 | 154,244 |
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.
Morris Cowley was a name given to various cars produced by Morris from 1915 to 1958.
This article refers to the motor car manufactured by Morris Motors Limited from 1928–1934. For the Morris Minor manufactured by Morris Motors Limited from 1948–1971, see Morris Minor.
The Rover 8 was a small single-cylinder 8 hp 1327 cc car made by the British Rover car company. It was Rover's first production car. It was remarkable for being supported by a backbone chassis rather than a conventional ladder frame. The first model was manufactured from 1904 to 1912, A Daimler-Knight sleeve-valve engine option was available in 1911 and 1912.
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 10 hp is a high-quality small car produced between 1910 and 1915 by the British car manufacturer Austin Motor Company Limited at their Longbridge, Worcestershire plant near Birmingham. 1,336 cars were made, 213 with the 1125 cc engine and 1,123 with the 1615 cc engine. Like the 1087 cc Austin 7 hp produced by both Austin and Du Cros's Swift Motor Company it was not very successful when sold with the small engine.
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 Rover Light Six was a narrower lightweight short wheelbase variant of their Two-litre sports saloon produced from 1929 to 1930 by the Rover Company of Coventry. The following season it was sold with a 2½-litre 20 hp engine under the name Rover Light Twenty.
The Rover 12 was a name given to several medium-sized family cars from the British Rover car company between 1905 and 1948.
The Flying Standard Fourteen is an automobile produced by the British Standard Motor Company from 1936 to 1940 announced in October 1936. The other Flying Standard models had been announced twelve months earlier. A standard is a flag and the reference to flying standards is to flying flags as well as to the advertised abilities of the cars.
Daimler Double-Six piston engine was a sleeve-valve V12 engine manufactured by The Daimler Company Limited of Coventry, England between 1926 and 1938 in four different sizes for their flagship cars.
The Lanchester Fourteen Roadrider is a six-cylinder automobile introduced by the Lanchester Motor Company in the beginning of September 1936. It was named "Roadrider" for its special suspension features, and billed as the lowest-priced six-cylinder Lanchester ever offered. This car replaced the previous 12 hp Light Six model with a larger six-cylinder engine again in the Lanchester Eleven chassis and body.
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.
Morris Twelve is a model of Morris car introduced without fanfare in the autumn of 1934 as little more than a larger engined Morris Ten Four for which just another £5 was asked. The chassis and body were of the slow-selling longer wheelbase Ten Six. The engine though awarded a tax rating of 11.98 hp had a cubic capacity of 1548cc compared with Morris's 1292cc (10 hp) Ten Four and 1378cc (12.09 hp) Ten Six.
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.
Morris Oxford is a series of motor car models produced by Morris Motors of the United Kingdom, from the 1913 bullnose Oxford to the Farina Oxfords V and VI.
The Morris Oxford Six is a motor car produced by Morris of the United Kingdom from 1921 until 1926, and again from 1929 until 1935. Initially produced as a straight-six engined version of the Morris Oxford bullnose, the original Oxford Six was the first car produced by Morris with a six-cylinder engine, but proved to be unreliable. The versions produced from 1929 onwards were introduced as a replacement for the Morris Oxford 16/40.
The Rover 9 is a small car produced by Britain's Rover car company. It had a 1074 cc 9 fiscal horsepower four-cylinder engine. Manufactured from 1924 until 1927 it was first supplemented then replaced by Rover's 10-12 model.
 | Wikimedia Commons has media related to Morris Oxford Bullnose . |