We are all familiar with Henry Ford, and the
impact he had on the mass production of the
automobile.
Lesser known perhaps, but providing a similarly
important role to the British car industry was
William Morris (later Lord Nuffield), who believed
firmly in the need to produce cheap cars for
the masses. Morris himself started out manufacturing
motorcycles, but his attention soon turned to
automobiles, and he was determined to make his
company a success. The first iteration was the
1912 Oxford, named after the nearby city of Oxford
(the Morris factory being at Cowley). But the
Oxford moniker was soon replaced by the rather
less attractive name “Bullnose” by
most, because of the distinctive rounded radiator
grille. Powered by a small White and Poppe four
cylinder engine producing 10hp (7.5 kW), only
1000 would be manufactured before the outbreak
of war. Next came the larger Cowley, which used
a 1.5 litre US built Continental engine, and
then after the war both cars had their engine
capacities upgraded.
As production methods were
streamlined, costs inevitably fell, and instead
of the savings being consumed by greedy executives
they were instead passed on to the buying public.
The Cowley, albeit with a slightly lower level
of trim, had £100 slashed from the price,
a huge sum at the time. Inevitably there was
an increase in demand, and with the added cash-flow
Morris set about the strategic acquisition of
key components suppliers, including Hotchkiss
engines, Wrigley transmissions,
SU carburettors and Hillock and Pratt bodies. The “Bullnose” radiator
would be dropped in 1927, replaced by a less
distinctive but more traditional flat design.
The “Empire Oxford” was designed
for export to the then British Empire, it featuring
a 2.5 litre four cylinder engine mated to a four
speed gearbox and worm final drive. In 1934 hydraulic
brakes were introduced across the range, and
larger versions appeared such as the long wheelbase
Ten-Six and top of the range 3.5 litre Twenty-Five. The trusty Minor was replaced by the side-valve
Eight in 1935, and was available in saloon or
open tourer models. The Eight was replaced by
the E Series just before the war, and all models
would go back into production following the cessation
of hostilities.
But the best would come in 1948
with Alec Issigonis masterpiece Morris Minor.
Designed by Issigonis and A. V. Oak, it was originally
intended to be a
front wheel drive flat four
iteration, but time constraints meant the design
retained the old 918cc side valve rear-wheel-drive
configuration. Technically well advanced,
the Minor featured rack-and-pinion steering, independent
front suspension,
unitary construction, a roomy
interior, excellent
handling and great fuel economy.
In fact, it was such a hit that it would remain
in manufacture right up until 1971! Morris merged
with Austin in 1952, forming the British Motor
Corporation (BMC).
The Austin overhead-valve
engines were favoured over the older design Morris
side valve units, the Minor now equipped with
a 49ci 803cc engine taken from the Austin A30,
the 1954 Cowley received the 73ci 1.2 litre B
Series, and the Oxford received the 1.5 litre
version. Over the next few decades, the Austin
and Morris cars became increasing an exercise
in badge engineering, being virtually identical
versions of the same thing. This was never more
evident that with the other Alec Issigonis masterpiece,
the Mini, that was available as either the Austin
Seven or Morris Mini Minor. The last “Morris” only
iteration was the woeful
Marina, the victim of
British automotive industry upheaval during the
1970’s. Build quality was non-existent,
and it would tarnish a marque better known for
producing high quality affordable automobiles
for the masses.
Also see: Morris Car Reviews |
BMC Color Codes 1966 to 1969
