Morris Oxford bullnose

Morris Oxford
Oxford 2-seater 1913 only available in pearl grey and green leather some early cars had red leather
Overview
Manufacturer	Morris Motors British Motor Corporation British Leyland
Production	1913-1914 1919–1935 1948-1971
Body and chassis
Class	Small car

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.

Named by W R Morris after the city of dreaming spires, the university town in which he grew up, the manufacture of Morris's Oxford cars would turn Oxford into an industrial city.

From 1913 to mid-1935 Oxford cars grew in size and quantity. In 1923 they with the Cowley cars were 28.1 per cent of British private car production. In 1925 Morris sold near double the number and they represented 41 per cent of British production. The model name was recycled in 1948 and lasted almost another 23 years through to 1971 but in this time the market sector and engine-size remained nearly constant between 1476 cc and 1622 cc.

Aside from the Oxford Sixes and the Oxford Empire models all Oxfords since 1918 have been 12 or 14 HP cars of about 1500 to 1800 cc..

Oxford bullnose 1913–14

Oxford bullnose two-seater
Oxford 2-seater 1913 W R Morris and passenger
Overview
Manufacturer	W R M Motors Limited
Production	1913–16 standard: 495 deluxe: 980 total: 1,475[1]
Assembly	Oxford
Designer	W R Morris
Body and chassis
Class	open 2-seater
Body style	standard 2-door open 2-seater torpedo body colour: pearl grey upholstery: green pleated and buttoned leather, red on early cars a plainer narrower-bodied Commercial variant was available de luxe 2-door open 2-seater torpedo delivery van*** mahogany panelled coupé cabriolet limousine sporting car*** speedometer standard, disc wheels optional body colour: 2-seater dark green, others to choice upholstery: green leather, coupés Bedford cord ***no windscreen and no door
Layout	front engine rear wheel drive
Related	Cowley
Powertrain
Engine	W&P 1018 cc side-valve Straight-4
Transmission	gear change lever: in gate outside body by driver's right hand clutch: W&P 36 later 34 plates in oil made of hardened steel and bronze gearbox: W&P in unit with clutch and engine 3 speeds and reverse drive is sent, through a universal joint behind the gearbox, by shaft enclosed in a torque tube to the back axle with an overhead Wrigley worm
Dimensions
Wheelbase	standard 84 in (2,100 mm) track 40 in (1,000 mm) soon increased to 42 in (1,100 mm)[2] de luxe 90 in (2,300 mm) track 45 in (1,100 mm)[2]
Length	126 in (3,200 mm) 132 in (3,400 mm)[2]
Width	47 in (1,200 mm) 50 in (1,300 mm)[2]
Height	roof up or roof down or closed car
Kerb weight	558 kg (1,230 lb)[2] 635 kg (1,400 lb)[2]
Chronology
Predecessor	none
Successor	Hotchkiss engined car

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.^[2] 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.^[3]

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.^[2]

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, it was not strong enough and too short.^[4]

Production = 495^[2]

source^[2]

Bullnose de luxe

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).^[2]

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.^[2]

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.^[2]

Production = 980^[2]

source^[2]

• The new de luxe Morris-Oxford Light Car announced at the 1913 Motor Show
• 
• 
• 

Trial of the Morris-Oxford Light Car

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.^[5]

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.

• engine: "runs reasonably sweetly at all speeds" despite its small size requiring extremely high r.p.m. to provide full power
• flexibility: as little as 4 m.p.h. could be handled in top direct gear. When the throttle is opened the engine gives better acceleration than might be expected
• speed: the greatest speed on level ground was little short of 50 m.p.h.
• roadholding: it holds the road very comfortably when travelling fast
• frame distortion due to rough roads: is not communicated to the single unit of the engine, multiple-disc clutch mechanism and gearbox
• gearbox: gear changes were easy and quiet at all speeds but the gears themselves were noisy on all but top gear
• clutch: free of chatter or jar it worked easily and sweetly
• worm-driven rear axle: makes the transmission when in top gear "as noiseless as in the largest and most luxurious vehicles"
• brakes: both hand and foot brakes applied directly to the rear wheels. The car pulled up swiftly, completely free of harshness
• accelerator pedal: controls the engine speed. An ingenious device allows the setting of slow running by screwing the head of the pedal on its stem
• comfort: well sprung it leaves little to be desired by driver or passenger when compared to others of its class despite the short wheelbase
• steering: is easy
• body: seats two people comfortably, the makers have "realised the importance of an eyeable and practical neatness"
• windscreen: single folding. Windscreen brackets support the side lamps and anchor the hood straps
• equipment: 2 acetylene head lights, 3 oil lamps (side and tail), horn, pump, jack, tools and a spare detachable wheel.
• wheels: Sankey steel^[5]

"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"^[5]

Cowley

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.^[2]

The Cowley's stronger and larger construction could carry a four-passenger body.^[2]

Oxford bullnose 1919–26

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	open 2-seater open 4-seater tourer coupé cabriolet from 1923 saloon from 1924 landaulet from 1926 ¾ coupé from 1926 saloon landaulet from 1926
Layout	FR layout
Powertrain
Engine	side-valve Straight-4 1548 cc 11.9 hp 1802 cc 13.9 hp 14/28 larger engine offered as an alternative from January 1923 and as standard from September 1924[1]
Transmission	clutch: 2 driven plates cork lined gearbox: 3-speed and reverse in unit with clutch and engine, cast aluminium casing propellor shaft: torque tube and totally enclosed universal joint back axle: ¾ floating, spiral bevel crown wheel and pinion[1]
Dimensions
Wheelbase	1919-24 102 in (2,600 mm) 1925-26 108 in (2,700 mm) 1927 106.5 in (2,710 mm)[1] track 48 in (1,200 mm)[1]
Length	2-seater 150 in (3,800 mm) 4-seater 153 in (3,900 mm)[1]
Width	58 in (1,473.2 mm)[1]
Height	varies with coachwork
Kerb weight	open 4-seater tourer 1921 1,876 lb (851 kg) 1922 1,960 lb (889 kg) 1923 2,044 lb (927 kg) 1924 2,128 lb (965 kg) 1925 2,352 lb (1,067 kg) 1926 2,268 lb (1,029 kg)[1]
Chronology
Predecessor	1913 standard and de luxe Oxfords
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.^[1]

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.^[1]

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 explained to his readers that the result is no undershield is needed to keep out dust and grit and went on to tell them these other salient points. The detachable cylinder head is removable in a matter of minutes. Clutch and gearbox do an excellent job, brakes are smooth and powerful. The engine is powerful and has an unusually even and sweet pull. The solidly constructed chassis has "really excellent suspension". The car holds the road at any speed, it will reach 50 mph, with the same steadiness as cars of twice the weight and price.^[6]

Though he did complain that it is difficult to check the level of the battery acid; that there is no hand operated throttle and that it is difficult to access the chain drive to the combined dynamo-starter to adjust its tension.^[6]

Summing up he 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]

Colour

Mudguards, valances and lamps were all painted black but colour was used on the body:

• 1919 sage green or elephant grey
• 1920 sage green or elephant grey
• 1921 sage green or elephant grey
• 1922 green, elephant grey, blue, bronze. bronze not available on coupé
• 1923 green, grey, blue, claret
• 1924 bronze-green, grey, dark-blue, claret. coupé add saxe-blue
• 1925 bronze-green, grey, blue, claret.
• 1926 brown, grey, blue, claret.^[1]

MG version

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.^[1]

Very high-speed engine

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". Though the day was hot there was no suggestion of the engine boiling. While the engine balance proved good the vibration of this very high-speed engine was not limited at all speeds and more insulation between engine and frame might have an adequate damping effect. The steering is steady and pleasingly light but, the steering box being attached to the engine, vibration is easily conveyed to the steering wheel. Yet this system does give the steering a feeling of solidity and a freedom from road shocks.^[8]

The report said there should be a filter on the oil filler. The separate engine clutch and gearbox mean there are three fillers and three oil drain plugs without any telltale on the dash. Though the driver's seat has its own door — there is a central gear change and central brake control — access is not easy and the door should be widened. Feet get very hot on a hot day. The brake lever when off is too far from the driver and the change speed lever too close. The driver's sleeve was caught up by the gear control with each reach for the spark lever set just below the steering wheel.^[8]

The Morris-Cowley costs £140 less. It is similar but without a starter and has cheaper lighting and simpler body finish. Either model should have strong appeal for an owner-driver. The make is popular, 100 cars are made each week, the demand considerably exceeds supply.^[8]

• 

  Oxford two-seater

• 

  first registered March 1923

• 

  its 1548 cc 11.9 hp engine

14/28

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]

L to R, the distant handbrake, the interfering change-speed lever and the under-wheel spark control. Before the steering column is a smokers' companion and the dash displays a fuel gauge

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]

Red Flash 1925 Brooklands racing special

MG 14/28 Super Sports 1925

Production of both Cowley and Oxford bullnose vehicles

In 1926 there was a mid-year switch to flatnose

Total = 154,244

source^[2]

References

Footnotes

Bibliography

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