Morris Oxford
From Wikipedia, the free encyclopedia
|
||||||||||||||
|
||||||||||||||
|
||||||||||||||
|
||||||||||||||
|
||||||||||||||
|
||||||||||||||
|
||||||||||||||
|
||||||||||||||
|
||||||||||||||
|
||||||||||||||
|
||||||||||||||
The Oxford name was used by the Morris Motor Company on a number of models, beginning with the 1913 "Bullnose" Oxford, and ending with the 1961–1971 Oxford VI.
[edit] Oxford (Bullnose) (1913-1914)
William Morris's first car was called the Oxford in recognition of its home city. It was a small car with 1018 cc four cylinder side valve engine with fixed cylinder head bought in from White and Poppe. Ignition was by a Bosch magneto. [1]
The chassis was of pressed steel construction and suspension at the front was by semi-elliptic leaf springs at the front and three-quarter ones at the rear. The brakes, on the rear wheels only, were external expanding type using metal shoes. A three forward and reverse gearbox was fitted. The headlights were acetylene and the side and tail lamps oil. [1]
The car got its name from its distinctive round topped radiator. Most bodies were of the two seat open tourer type. [1]
[edit] Oxford (1919-1926)
The 1919 Oxford was an upmarket version of the Cowley model. It retained the pre-war Bullnose radiator style but in a larger version. The 1548 cc engine was of Continental design made by the British branch of the French Hotchkiss company in Coventry for Morris at prices well undercutting White and Poppe. (Morris bought the British factory in 1923 and changed the name to Morris engines.) In 1923 the engine was enlarged to 1802 cc. [3]
It was differentiated from the Cowley by having a better electrical system and leather upholstery. In 1925 it got a longer wheelbase chassis to move it further from the Cowley, and four wheel brakes. [3] This model of the Oxford would be the basis of the first MG, the 14/28 Super Sports.
A short lived six cylinder variant, The F-Type Oxford Six was announced in 1920 and was in theory available until 1926. The 2320 cc engine proved unreliable and few were sold. Although the car was longer than the four by 9 inches (230 mm)all the extra space was given over to the engine. [3]
[edit] Oxford (Flatnose)(1926-1930) and Six (1929-1933)
The distinctive Bullnose radiator was dropped in 1926 in a new updated version of the car. The engines remained the same but a new range of bodies was offered including all steel saloons.[3]
A 1938 cc six cylinder version, the LA series Oxford Six, was made between 1929 and 1933 and was much more successful than the 1920 version. Alongside the tourer and steel saloon a fabric bodied car was offered until 1932 when it and the tourer were dropped but a coupé introduced.
In 1932 the gearbox gained a fourth speed and the engine grew to 2062 cc with the Q series unit.[2]
[edit] Oxford Sixteen & Twenty (1934-1935)
A completely new car was announced for 1934 with a longer and stronger chassis with flexible mounting for the 2002 cc engine. The gearbox gained synchromesh. Initially it kept the Six name but this changed to Sixteen in 1935 when it was joined by the 2561 cc Twenty model. [2]
It was replaced by the Fourteen/Sixteen/Eighteen range in 1935 and the Oxford name disappeared until 1948.
[edit] Oxford MO (1948-1954)
After World War II, the Oxford MO took the place of the Morris 10HP. It was introduced in 1948 and was produced through to 1954. The design was shared with Nuffield Organisation stable-mate Wolseley as the Wolseley 4/50/6/80.
Designed by Alec Issigonis, the Oxford, with the Morris Minor, introduced unit construction techniques, though it is not widely recognized as a true unibody car. Torsion beam front suspension was another novelty, and 8 inch drum brakes hydraulically opearted were fitted all around. Under the bonnet, the MO was a step back in technology from the pre-war Ten. It used a side valve straight-4 rather than the older overhead valve unit. The single SU carburettor engine displaced 1.5 L (1476 cc/90 in³) and with its output of 40.5 bhp at 4200 rpm could propel the car to 72 mph (116 km/h). The four speed gearbox had a column change and steering was by rack and pinion.
The MO was sold as a 4-door saloon and 2-door Traveller estate, both with four seats. It was replaced by the Series II Oxford in 1954.
A six cylinder version was sold as the Morris Six MS.
[edit] Oxford II (1954-1956)
The Oxford was redesigned for 1954 after the formation of BMC, notably getting the Austin-designed B-Series OHV straight-4. This modern 1.5 L (1489 cc/90 in³) engine produced a respectable 50 hp (37 kW) and allowed the Oxford to reach 74 mph (119 km/h). Hydraulic drum brakes all round were still used but now of 9 inch diameter.
Styling was all new with less of a Morris Minor look, though the rounded body still had a family resemblance. Again, a pair of four-seat configurations, 4-door saloon and 2-door Traveller, were offered. Sales remained strong when the Series III bowed in 1956.
A six cylinder version was sold as the Morris Isis.
[edit] Oxford III (1956-1959)
The Oxford was updated for 1956 with a new two-tone paint scheme and rear fins. The engine now produced 55 hp (41 kW) though the top speed and acceleration remained the same. A semi-automatic transmission was optional. The woody Series III Traveller was replaced by the Series IV in 1957, though the saloon remained in production until the Pininfarina-styled Series V was introduced in 1959. 58,117 Series III and Series IV Oxfords were built.
[edit] Oxford IV (1957-1960)
The Oxford IV was only made in estate versions. A steel-bodied replacement for the "woody" Series III Traveller, it was similar to the Series III saloon in most respects. The IV was introduced in 1957 and produced alongside the Series V until 1960.
This car was the basis for the Hindustan Ambassador, a long-running car built in India.
[edit] Oxford V (1959-1961)
For 1959, the Oxford was merged into the mid-sized BMC Farina range along with a half-dozen other models, including the 1958 Wolseley 15/60 and 1959 Riley 4/68, Austin A55 Cambridge Mk. II, and MG Magnette Mk. III. The Austin and Morris cars were nearly identical but were produced in separate factories. Differences in the Morris included tall tailfins and different rear lights. Inside, a bench seat and special dashboard were used. The 1.5 L B-Series engine continued, and the Series IV Traveller was still sold for the first year. A Series V Traveller was also made. In all, 87,432 Series V Oxfords were built.
[edit] Oxford VI (1961-1971)
All five Farina cars were updated in 1961 with a new 1.6 L (1622 cc/98 in³) version of the B-Series engine and a new look. The Morris and Austin products both now had trimmed tail fins with different profiles (the Austin's were more rounded). The Morris retained the Series V dash, while the Austin had an all-new fake woodgrain design. A Diesel engined version was popular as a taxi.
The Morris cars remained in production until 1971 with 208,823 produced. The Oxford range was replaced by the Morris Marina.
[edit] References
