Marque: Morris - Company History & Models - Cars By Brand

Morris

Morris (started by William Morris - Viscount Nuffield) was an extremely successful firm during the late 1930s. Its well-liked products included the affordable Morris Eight (unusually for a small car of the time, featuring hydraulic brakes), plus the mid sized Ten and Twelve, also the much larger but similarly styled Fourteen, Sixteen and Eighteen. The War temporarily finished car building for public…

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Morris Oxford / Cowley / Isis

RATING:

8 / 10

PRICE: Oxford/Cowley saloon: £100 - £3000; Oxford Traveller: £200 - £3500; Isis saloon: £200+. - £3500+; Isis Traveller: £300 - £4000+

Fast Facts

Produced:
Oxford/Cowley 1954-60; Isis 1955-58
Bodywork:
Four-door saloon estate (‘Traveller’) van or pick-up
Engine:
Cowley: Overhead valve in-line four-cylinder October 1956 1200cc 42bhp but from October 1956 1489cc 53bhp; Oxford: Overhead valve in-line four-cylinder 1489cc 50bhp (Series III,from October 1956 53bhp); Isis: Overhead valve, in-line six-cylinder 2639cc 86bhp (Series II from October 1956, 90bhp)
0-60 mph:
1200cc 30+ sec; 1489cc 25+ sec; Isis 17+ sec
Top Speed:
1200cc 72 mph1489cc 80 mph; Isis Series I 85 mph; Series II 88 mph
MPG:
Oxford/Cowley 26-32; Isis 20-28

These accommodating family cars have always been appreciated for their space (true six seaters, and with a big boot), reliability and ease of ownership. These characteristics still apply today, with the added bonus that the cars are inexpensive to buy and operate. Arriving in May 1954, the all-new, unitary construction ‘Series II’ Oxford replaced the MO. The newcomer featured BMC’s 1489cc B-Series engine; the less elaborate Cowley version initially had a slow 1200cc motor. The short lived and now rare Isis had longer bodywork, hiding BMC’s 2.6-litre C-Series engine, which provided considerable performance. Estate (‘Traveller’) versions of both the Oxford and Isis were produced. Series III models (October 1956 on) were more powerful than their predecessors. From late 1957 until 1960, a Series IV Traveller (with four passenger doors) was offered. An acquired taste but they have a loyal following.

Morris J4 ‘59-‘74

Fast Facts

Produced:
1959-1974
Engine:
1622cc
0-60 mph:
20 secs
Top Speed:
79mph
MPG:
30mpg

In the pre-Transit era of British panel vans the Morris J4 was considered the state of the art LCV. It’s forward control styling gave a load capacity of 160 cuft while the load space represented some 60 per cent of the van’s overall length. And it became a familiar sight in red for the GPO or as a Black Maria a la the cover of Abbey Road. The pick-up variant was offered for the building market; in the 1960s they were always seen on motorway construction sites. The payload was increased to 10cwt in 1961 with the J4-M10 and this was replaced by the 14cwt 180J4 and the 20cwt 200J4 in 1968. Known as an ‘Austin- Morris’ from 1969 onwards, the J4’s forward control styling became increasingly less popular in the 1970s because it offered minimal crash protection and servicing could be time-consuming. So it wasreplaced in 1974 by the more conventional, trusty, Sherpa that carried on well into the 1990s as the Leyland DAF 200/400.

Morris Marina TC

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Fast Facts

Produced:
TC 1972-1975 HL/GT/Special 1975-1978
Engine:
1798cc S4 OHV 95bhp @5250 rpm
0-60 mph:
13 secs
Top Speed:
94 mph
MPG:
26 mpg

Now with a devoted following, the TC (Twin Carburetors) Marinas were fitted with the MGB 1.8 B-series engine and came with either two (coupe) or four (saloon) door bodies. Performance was indeed brisk although handling was very interesting due to a chronic understeer. From the Marina range’s facelift the TC engine was offered in the up market Special, HL (four-door) and GT (two-door) models distinguished by their front spot lamps and their wonderfully kitsch interiors. The engine was dropped with the advent of the ‘advanced’ OHC 1.7 power unit in 1978 and today a well-kept survivor can prove a surprisingly efficient (and lively) workhorse. A four-door family-sized MGB ? Well, worse comparisons have been made…

Morris Marina/ITAL

RATING:

6 / 10

PRICE: £100 - £1500

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Fast Facts

Produced:
Marina/Ital: 1971-84
Bodywork:
Two-door coupé four door; saloon five-door estate van
Engine:
1.3 Overhead valve in-line four-cylinder 1275cc 57/61bhp; 1.8 Overhead valve in-line fourcylinder 1798cc 78bhp (TC 87bhp); 1.7 Overhead camshaft in-line four-cylinder 1698cc 78bhp
0-60 mph:
1.3 15+ sec 1.8 12+ sec (TC/GT/HL 11+ sec); 1.712+ sec
Top Speed:
1.3 90 mph 1.8 95 mph (TC/GT/HL 102 mph); 1.7 97 mph
MPG:
23-44

Reliable, easy to own traditional classics; now almost extinct. The Marina was introduced to compete against family/fleet models from Ford and Hillman. Early cars used 1.3-litre A-Series and 1.8-litre B-Series power, and a choice of two door, fastback coupé, four-door saloon or five-door estate bodywork plus van and pick-up. TC was really an MGB GT for the family man. Revised Marina 2 models of 1976 had vastly improved dynamics (not difficult). Overhead cam O-Series engine replaced the old B-Series unit in 1978 with 2-litre for rare automatic versions. The Marina was developed into the restyled Ital in 1980 (the last model bearing the famous Morris name).

Morris Minor ‘53-‘71

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Fast Facts

Produced:
1953-1971
Engine:
1098cc
0-60 mph:
22secs
Top Speed:
77mph
MPG:
38mpg

Classic commercial pedants will tell you there is no such vehicle as the Morris Minor van, only the Morris O-Type. Ignore such tripe as over two decades the Minor Van gave the full gamut of customers the same combination of durability, simple engineering and dynamic ability as the saloon. The load capacity of 76cuft was another selling point but what really made the Minor so appealing was the fact that BMC also offered a chassis-cab, allowing enterprising coachbuliders to create ice-cream vans, campers and even crash wagons. Originally the payload was 5cwt but in 1962 this was uprated to 6cwt and 8cwt versions, both of which were offered until production end in 1971. Pick-ups were available and van buyers with a taste for one-manupmanship might like the badge engineered Austin (1968-1971), or even one of the many GPO Specials that were last in service as late as 1978. As ever, all what you need to restore a Minor are available.

Morris Minor 1000 Traveller

RATING:

8 / 10

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Fast Facts

Produced:
1953-1970
Engine:
803cc S4 SV 30bhp @4800 rpm/948cc S4 OHV 35.0 @4750 rpm /1098cc S4 OHV 48bhp @5100 rpm
0-60 mph:
25secs (1098)
Top Speed:
77 mph (1098)
MPG:
38 mpg (1098)

The Morris Minor ‘Traveller’s Car’ debuted in October 1953, fitted with the saloon’s 803cc engine. In October the following year, the Minor gained a horizontally barred front grille and a centrally mounted speedometer. Timber framing famously structural. The 948cc ‘1000’ models are externally recognisable by their single piece windscreen launched in 1956 and the Traveller is mechanically unaltered until 1961, when it finally lost its semphaphore trafficators. For ‘62 it gained the lusty 1098cc engine –full key starting for the 1965 model year, too! Early Travellers came with ‘De-Luxe’ leather trim and all later Minors could be had with a column lock and reclining front seats. British Travellers were discontinued at the end of 1970, marking the end of an era. A good one is still hard to beat as a classic workhorse that’s full of charm. Fitting Marina discs and a 1275 cc engine makes this great car even better.

Morris Eight Series ‘E’

RATING:

6 / 10

PRICE: Saloon: £500 - £3000+; Tourer: £1000 - £5000+

Fast Facts

Produced:
1938-48
Bodywork:
Two-door saloon; four-door saloon two and four;seater tourers
Engine:
Sidevalve in-line four-cylinder 918cc 29.5bhp
Top Speed:
65 mph
MPG:
35-45

The Eight Series E was akin to what the Austin Eight represented to Morris. Arriving in 1938, it was a more modern interpretation of the smallest model in the Morris line-up. Developed from the much praised ‘perpendicular’ Morris Eights dating from the mid ‘30s, the Series E versions still employed a separate chassis, but fitted with much more curvy bodywork. Notably this incorporated headlamps recessed into the front wings. Another contemporary feature was a separate luggage boot (opening from the top). Powering the Series E was a 918cc 8hp sidevalve power unit, mated to a four speed ‘box (earlier Morris Eights had three-speed units). Replaced by the superior Minor.

Morris Minor / 1000

RATING:

8 / 10

PRICE: Saloon: £100 - £3000; Other models: £200 - £7000+

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Fast Facts

Produced:
MM: 1948-52 Series II 1952-56; 1000 1956-71
Bodywork:
Two-door saloon; four-door saloon estate (‘Traveller’) drophead van & pick-up
Engine:
MM: Sidevalve, in-line four-cylinder 918cc 28bhp; Series II: Overhead valve in-line four-cylinder 803cc 30bhp; 1000:1956-62: Overhead valve in-line four-cylinder 948cc 37bhp; 1962-71: Overhead valve in-line four-cylinder 1098cc 48bhp
0-60 mph:
Series II 50+ sec; 1000 1956-62 30 sec; 1000 1962-71 24 sec
Top Speed:
MM 60+ mph; Series II 62 mph; 1000 1956-62 75+ mph; 1000 1962-71 80 mph
MPG:
35-44

The Minor is one of the most user-friendly classic cars you can find; economical, reliable, easy to work on and with a superb spares back-up. Replacing the Eight Series E in 1948, and the brainchild of (Sir) Alec Issigonis, the new car was thoroughly modern in concept, featuring all-new bodywork, torsion bar front suspension and rack and pinion steering. Originally powered by the Morris Eight type sidevalve engine, the Minor received the Austin A30’s overhead valve 803cc unit in 1952, following the formation of the British Motor Corporation (BMC). The Minor ‘grew up’ in 1956, with the adoption of BMC’s 948cc A-Series engine; it was now was faster and more rewarding to drive. More power came in 1962, when the 48bhp 1098cc version of the A-Series motor was installed. An all time great and so classless.

Morris Oxford

RATING:

6 / 10

PRICE: Oxford MO saloon: £400 - £3000; Oxford MO Traveller: £500 - £3000; Six MS saloon: £500 - £3500+

Fast Facts

Produced:
1948-54
Bodywork:
Four-door saloon estate (Oxford ‘Traveller’)
Engine:
Oxford MO: Side-valve in-line four-cylinder 1476cc 41bhp; Six MS: Overhead camshaft in-line six-cylinder 2215cc 70bhp
0-60 mph:
Oxford MO 45+ sec; Six MS 22+ sec
Top Speed:
Oxford MO 65 mph; Six MS 85 mph
MPG:
Oxford MO 26-31; Six MS 19-25

With styling similar to that of the Minor, but on a much grander scale, the Oxford and six cylinder, overhead camshaft Six are evocative of their era, stylish ultra rare but well worth finding. The distinct models were externally identifiable by their grilles -a rounded, full-width type on the Oxford, and a vertically-mounted unit on the Six. (Incidentally, equivalent Wolseley versions were produced too; the Four-Fifty and Six-Eighty). Oxford was equipped with rack and pinion steering, whereas the Morris Six used a Bishop cam and lever set-up. Oxfords are tardy but the Six is much more sprightly, and still a good car for speedy, lazy long-distance cruising.

Morris Ten Series ‘M’

RATING:

4 / 10

PRICE: Saloon: £400 - £3000+

Fast Facts

Produced:
1938-48
Bodywork:
Four-door saloon
Engine:
Overhead valve in-line four-cylinder 1140cc 37bhp
Top Speed:
65 mph
MPG:
33-37

Significantly modern when introduced in 1938, these days the cars are scarce but generally not dear. Replacing the previous, well-liked Morris Tens which had been sold since the mid-1930s, the new Ten Series M arrived for 1939. As with the smaller Eight Series E, the bodywork of the newcomer incorporated a separate boot. Production was suspended during the War, but the model emerged again in 1945, in mildly revised form. Post- War examples were identifiable by new, slatted grilles. The Ten Series M was discontinued in October 1948, by which time the new Minor and Oxford models were ready for launch. Okay but Minor is easier to own and more fun.

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