Morris Oxford bullnose

Morris Oxford
Oxford 2-seater 1913
Overview
Manufacturer	Morris Motors
Production	1913–1926
Body and chassis
Class	Small car

The "bullnose" Morris Oxford is a series of motor car models that was produced by Morris of the United Kingdom, from 1913 to 1926.

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.

Oxford bullnose 1913–16

Oxford bullnose two-seater
Oxford 2-seater 1913 W R Morris and passenger
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) )^[1] 90 in (2,286 mm) de luxe track 45 in (1,143 mm) de luxe^[1]
Length	126 in (3,200 mm) standard 132 in (3,353 mm) de luxe^[1]
Width	47 in (1,194 mm) standard 50 in (1,270 mm) de luxe^[1]
Kerb weight	558 kg (1,230 lb) standard 635 kg (1,400 lb) de luxe^[1]
Chronology
Successor	Hotchkiss engined car

Engine White & Poppe^[1] 60 X 90 X 4
Overview
Manufacturer	White & Poppe Limited, Lockhurst Lane, Coventry
Production	1913: 393 1914: 909 1915: 173 total: 1,475
Combustion chamber
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 alloy	iron, cast en bloc, fixed head pistons: cast iron crankshaft: carbon steel main bearings: three white metal in bronze shells
Cylinder head alloy	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.^[1] 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.^[2]

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.^[1]

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.^[3]

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).^[1]

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.^[1]

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.^[1]

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.^[4]

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.^[4]

"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"^[4]

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^[4]

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.^[1]

The Cowley's stronger and larger construction could carry a four-passenger body.^[1]

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 1,548 cc (94.5 cu in) 11.9 hp - standard until September 1924 1,802 cc (110.0 cu in) 13.9 hp 14/28 - optional from January 1923 to September 1924 then standard^[5]
Transmission	3-speeds and reverse manual gearbox two plate cork-lined clutch universal joint behind gearbox propellor shaft in a torque tube back axle: ¾ floating, spiral bevel^[5]
Dimensions
Wheelbase	102 in (2,591 mm) 1919-24 108 in (2,743 mm) 1925-26 106.5 in (2,705 mm) 1927^[5] track 48 in (1,219 mm)^[5]
Length	150 in (3,810 mm) 2-seater 153 in (3,886 mm) 4-seater^[5]
Width	58 in (1,473 mm)^[5]
Kerb weight	open 4-seater tourer 1,876 lb (851 kg) 1921 1,960 lb (889 kg) 1922 2,044 lb (927 kg) 1923 2,128 lb (965 kg) 1924 2,352 lb (1,067 kg) 1925 2,268 lb (1,029 kg) 1926^[5]
Chronology
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.^[5]

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.^[5]

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 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]

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.^[5]

Engines Hotchkiss / Morris 11.9 (CA and CB) Morris 14/28 (CE)
Overview
Manufacturer	Hotchkiss & Cie. Gosford Street Coventry until May 1923, works thereafter under the ownership of Morris Engines Limited^[5]
Production	(for Morris Oxford) 11.9 hp: 1919 to 1926 14/28 hp: 1923 to 1930
Combustion chamber
Configuration	straight-4 cast en bloc with upper crankcase^[5]
Displacement	1.548 L (94.5 cu in)^[5] 1.802 L (110.0 cu in) (14/28)^[5]
Cylinder bore	75 mm (3.0 in) (14/28)^[5] 69.5 mm (2.74 in)^[5]
Piston stroke	102 mm (4.0 in)^[5]
Cylinder block alloy	cast-iron 3-bearing crankshaft pistons: cast-iron crankshaft: steel stamping, bronze backed white metal bearings, sump cast aluminium^[5]
Cylinder head alloy	cast-iron detachable copper asbestos sandwich gasket^[5]
Valvetrain	side valve L-head, helical timing gears, camshaft in two plain bearings operating valves by mushroom head tappets, single valve springs^[5]
Combustion
Fuel system	carburettor 1919-1921 Zenith 1922 S.U. 1923-1926 Smith (various) exhaust 3-port 4-port from February 1922 magneto: helical bevel drive 1919 Thomson-Bennett G4* 1920 B T-H 1921-23 Lucas E4 1924-26 Lucas GA4^[5]
Fuel type	petrol
Oil system	main bearings and camshaft pressure lubricated by plunger pump from camshaft big ends: splash^[5]
Cooling system	water thermosyphon, fan assisted radiator 1919 by Randle, thereafter by Osberton^[5]
Output
Power output	not published tax rating 11.9hp^[5] tax rating 13.9hp (14/28)^[5]
Chronology
Predecessor	White & Poppe 60 X 90 X 4

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".^[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

Morris Oxford
MG 14/28 Super Sports 1925

Morris Oxford
MG 14/28 Super Sports 1925

Production numbers

Year	1913	1914	1915	1916	1917	1918	1919	1920	1921	1922	1923	1924	1925	1926	Total
Production^[1]	393	907	320	697	126	198	360	1,932	3,077	6,937	20,024	32,939	54,151	32,183	154,244

References

1 2 3 4 5 6 7 8 9 10 11 12 13 14 The Bullnose and Flatnose Morris, Lytton P Jarman and Robin I Barraclough, David & Charles, Newton Abbot 1976 ISBN 0 7153 6665 3
↑ Heath, B. (Jan 2001). The Automobile (magazine). ISSN 0955-1328.
↑ Georgano, N. (2000). Beaulieu Encyclopedia of the Automobile. HMSO. ISBN 1-57958-293-1.
1 2 3 4 The Light Car. The Times, Saturday, Apr 25, 1914; pg. 12; Issue 40507
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 L P Jarman and R I Barraclough, The Bullnose and Flatnose Morris, David & Charles, Newton Abbott, UK 1976
1 2 "Light" Cars. The Times, Saturday, Feb 21, 1920; pg. 5; Issue 42340
↑ Scottish Motor Show. The Times, Monday, Jan 26, 1920; pg. 7; Issue 42317
↑ Cars Of To-Day. The Times, Friday, Jul 01, 1921; pg. 8; Issue 42761
1 2 Baldwin, N. (1994). A-Z of cars of 1920s. UK: Bay View Books. ISBN 1-870979-53-2.
↑ Cars Of To-Day. The Times, Tuesday, Mar 25, 1924; pg. 8; Issue 43609
↑ The Motor Show. The Times, Monday, Oct 20, 1924; pg. 23; Issue 43787
↑ The Times, Tuesday, Sep 01, 1925; pg. 9; Issue 44055
↑ Cars Of To-Day. The Times, Tuesday, Jan 12, 1926; pg. 7; Issue 44167

Bibliography

Davis, Pedr (1986). The Macquarie Dictionary of Motoring.

External links

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