Morris Oxford

Morris Oxford
Overview
Manufacturer - Morris Motors / British Motor Corporation / British Leyland
Production - 1913-1935 / 1948-1971
Body and chassis
Class - Compact car
Chronology
Successor - Morris Marina

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.
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, together 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. Meanwhile, Oxfords grew larger from the first 1018 cc, Nine horsepower, two-seater car to the last 2½-litre Twenty horsepower car.
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.

Oxford Series V Saloon 1959

Oxford bullnose 1913-19

Oxford bullnose, two-seater
Overview
Production - 1913-1919 (standard: 495 / deluxe: 980 / total: 1,475)
Powertrain
Engine - W&P 1018 cc side-valve Straight-4

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. 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.
The car got its popular name, Bullnose, from its distinctive round-topped radiator at first called the bullet nose. Most bodies 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, because it was not strong enough and too short.
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). The range of bodies was now expanded from the simple two-seater. Its front axle and steering had been re-designed to reduce "bump-steer"and its radiator capacity increased.
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.
The Cowley's stronger and larger construction could carry a four-passenger body.

Oxford 2-seater 1913

wikipedia.org (en)

Morris Oxford

Morris Oxford - серия моделей автомобилей, производившихся компанией Morris Motors в Великобритании с 1913 по 1971 гг.

Первый Bullnose

Oxford («Bullnose»)
Общие данные
Производитель - MHV Morris Oxford
Годы производства - 1913-1914
Сборка - Оксфорд, Великобритания
Двигатель - 1,018 л
Трансмиссия - 3-ступенчатая
Массогабаритные характеристики
Длина - 3200 мм
Ширина - 110 мм
Колёсная база - 2100 мм
} Morris Fourteen

Первый автомобиль Уильяма Морриса (William Morris) был назван в честь его родного города Оксфорда. Для снижения затрат детали и узлы приобретались у сторонних фирм, а сборка осуществлялась на фабрике Морриса. Это был маленький автомобиль с 1,018-литровым четырёхцилиндровым двигателем с горизонтальным расположением цилиндров и с зажиганием от магнето.
Шасси автомобиля было штампованным из стали. Подвеска - на гнутых листовых пружинах. Тормоза с металлическими колодками внешнего скольжения предусматривались только на задних колесах. Коробка передач была трехступенчатой с задней передачей. Передние фары были ацетиленовые, а задние и боковые огни - на масляных лампах. Автомобиль получил разговорное название «bullnose» - «бычий нос» за характерный закругленный сверху обвод радиатора. Большинство произведенных экземпляров данной модели были с открытыми двухместными кузовами, но был и вариант с закрытым верхом. В любом случае, первый «bullnose» был слишком мал для четырёх пассажиров.

wikipedia.org (ru)

Morris Oxford bullnose

Morris Oxford
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 2-seater 1913

Oxford bullnose 1913-16

Oxford bullnose (two-seater)
Overview
Manufacturer - W R M Motors Limited
Production - 1913-16
Assembly - Oxford
Designer - W R Morris
Body and chassis
Body style - open 2-seater torpedo / open 2-seater torpedo de luxe / coupé cabriolet / limousine / commercial variant / no windscreen or door was fitted to: sporting car . delivery van
Layout - FR layout
Related - Cowley
Powertrain
Engine - W&P 1,018 cc (62.1 cu in) I4
Transmission - 3-speeds and reverse manual W&P, gearbox control lever outside body, multiplate clutch in oil also by W&P, universal joint behind gearbox, propellor shaft in a torque tube, back axle - overhead Wrigley worm
Dimensions
Wheelbase - 84 in (2,134 mm) standard . track 40 in (1,016 mm) standard (increased to 42 in (1,067 mm)) / 90 in (2,286 mm) de luxe . track 45 in (1,143 mm) de luxe
Length - 126 in (3,200 mm) standard . 132 in (3,353 mm) de luxe
Width - 47 in (1,194 mm) standard . 50 in (1,270 mm) de luxe
Kerb weight - 558 kg (1,230 lb) standard . 635 kg (1,400 lb) de luxe
Chronology
Successor - Hotchkiss engined car

Engine
White & Poppe
60 X 90 X 4
Overview
Manufacturer - White & Poppe Limited, Lockhurst Lane, Coventry
Designer - Paul August Poppe
Production - 1913: 393 / 1914: 909 / 1915: 173 / total: 1,475
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)
Cylinder block material - iron, cast en bloc, fixed head / pistons: cast iron / crankshaft: carbon steel / main bearings: three white metal in bronze shells
Cylinder 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. 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.
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.
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.
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).
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.
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.

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.
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.
"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."
Because of this car's significance to Britain's new motor industry the points made by The Times's correspondent are summarised below:

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

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

Oxford 2-seater 1913 - W R Morris and passenger

wikipedia.org (en)