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Morris Minor på wikipedia
 

Lidt historie:

Efter anden verdenskrig gentoptog Morris produktionen af førkrigsmodellerne 8 og 10. Men siden slutningen af krigen havde udviklingsingeniøren Alec Issigonis der havde været hos Morris siden 1936 arbejdet på projektet ”Mosquito”.

Den første prototype - 1943 Mosquito EX.SX.86 - var den første funktionsdygtige protoype.

Mosquito var et meget moderne design med skærme der var ført helt ind i dørene og trods forsøg med en række nye motorer foretrak Morris ledelsen mere traditionelle motorer fra Morris, så løsningen blev den gamle Morris motor på 918ccm som stammede helt tilbage fra Morris 8 i 1934. Den motor kunne præstere 27HK og blev styret via en 4 trins gearkasse som sad med en lang gearstang, der gik helt ned i gulvet og kraften blev fordelt via baghjulstræk, om end at Alec Issigonis var begejstret for forhjulstræk, hvad han senere bevidste med Mini’en.

Man gik således på kompromis med den tekniske fornyelse, men fik til gengæld en gennemprøvet teknikmosquito front og kunne hurtigt kommer på markedet med bilen, hvilket set i bakspejlet nok har været den rigtige beslutning, ikke mindst med den efterspørgsel der opstod for biler efter krigen.

I sidste øjeblik inden den endelig bil blev lavet gjorder man Minor'en 10cm bredere og da den første sending kofangere allerede var ved at lande måtte man simpelthen forlænge dem, hvilket ses på de få velbevaret første eksemplarer af Minor.

Morris Minor blev for første gang præsenteret for offentligheden i oktober 1948 i London, men den første bil fandt mange lidt ”klumpet” da lygter og kølergrill nærmest lignede en halv oval der var sat på bilen og dertil kom at bilen var meget bred i forhold til længden.

Bilen var rumlig og der var både god plads til passagerne og bagagen og bilen havde rigtig gode køreegenskaber, så trods den relativt lille motor klarede Morris sig temmelig godt i forhold til konkurrenterne.

Da Morris i 1952 blev lagt sammen med Austin fik Minor’en motoren fra Austin A30 – det var en 803ccm 4 cylindret topventilet motor med 30HK, denne motor blev forbedret flere gang og blev forstørret som A-motoren og blev brugt siden i alle Minor- og 1.000 modeller.

I 1953 kom en stationcarudgave af Minoren på markedet – Traveller – som havde det velkendte træskellet som bar de udvendig dele og resten af bilen blev lavet af aluminium og stål. Desuden kom Minor som en åben cabriolet, som Pick-up og som varevogn.

I 1956 blev motoren øget til 948ccm og fik dermed 37HK – bilen blev herunder facelifted på en række områder. Bilen fik støre bagrude, instrumenterne blev samlet i et stort instrument i midten af instrumentbordet og bilen fik en buet forrude.

I 1962 blev motoren forøget igen – nu til 1.098ccm og 48HK og bilen kunne nu køre hele 130 km.t og bilen hed nu Morris 1000 i stedet for Minor. I 1970 kom den sidste Saloon og i 1971 var det slut med den sidste Tarveller – og på det tidspunkt var der produceret næsten 1,6 mio. biler - og alene Traveller modellen blev solgt i 204.000 eksemplarer.

Efter Holland var Danmark faktisk et af de bedste eksportmarkeder for Minor’en og bilen var simpelt bygget og nem at producere og teknisk var bilen robust.

I dag er der mange biler som er blevet renoveret for bilen er en sjov klassiker som er billig at anskaffe og køre i og alle reservedele produceres stadig så den er også rimelig nem at gå til og man sågar købe forbedringer som en 5-trins gearkasse og skivebremser – og nogle firmaer har specialiseret sig i at sælge færdigrestaureret Minor’ere.

 

The revolutionary Morris Minor was launched at the Earls Court Motor Show on 20 September 1948. Named after an earlier Morris Minor car of 1928, it was the work of a team led by Alec Issigonis, who later designed the Mini. The prototype had been known as the Morris Mosquito, and some later models were called Morris 1000.

Variants included the standard saloon, a wood-framed estate called the Traveller, and a convertible, plus a panel van and a pick-up truck version.

History

Sir Alec Issigonis is famous for his creation of the Mini and a range of later cars for the British Motor Corporation (BMC), but he became known to the general public for designing the Morris Minor. It was conceived as a vehicle to combine many of the luxuries and conveniences of a good motor car with a price suitable for the working classes. The Morris Minor, when compared with competitor products in the late 1940s and throughout the 1950s, excelled as a roomy vehicle with superior cornering / handling characteristics.

Internal politics inside BMC, the parent of Morris, may have led to the limited North American sales of the Minor.

Over 1.6 million of the lightweight, rear-wheel drive car were eventually produced, mainly in Cowley, Oxfordshire, and exported around the world, with many variants of the original model. Production continued in Birmingham, England through to 1971 (for the commercial variants and estate only), and it remains a well loved and collected vehicle.

Minor MM

Morris Minor MM
Morris Minor MM
Production 1948–1953
250,962 produced
Assembly Oxford, England
Body style(s) 2-door
4-door saloon
2-door convertible
Engine(s) 0.9 L Morris Sidevalve engine I4

The original Minor MM series lasted from 1948 until 1953. It included a pair of 4-seat saloons, 2-door and 4-door, and a convertible 4-seat Tourer. The front torsion bar suspension was shared with the larger Oxford MO, as was the almost-unibody construction. Although the Minor was originally designed to accept a flat-4 engine, with four distinctive gaps in the engine bay to accommodate it, late in the development stage it was replaced by a 0.9 L (918 cc/56 in³) side-valve straight-4 producing 27.5 hp (21 kW) and 39 lbf·ft (53 N·m) of torque. This little engine pushed the Minor to just 64 mph (103 km/h) but delivered 40 miles per imperial gallon (7.1 L/100 km/33 mpg US).

Early cars had a painted section in the centre of the bumpers to cover the widening of the production car from the prototypes. This widening of four inches (102 mm) is also visible in the creases in the bonnet. Exports to the United States began in 1949 with the headlamps removed from within the grille to be mounted higher on the wings to meet safety regulations. These became standard on all Minors for 1951. When production of the first series ended, just over a quarter of a million had been sold with a surprising 30% being the convertible Tourer model.

A tourer tested by the British magazine The Motor in 1950 had a top speed of 58.7 mph (94.5 km/h) and could accelerate from 0-50 mph (80 km/h) in 29.2 seconds. A fuel consumption of 42 miles per imperial gallon (6.7 L/100 km/35 mpg US) was recorded. The test car cost £382 including taxes

Minor Series II

Morris Minor Series II
1953 Morris Minor Series 2
Production 1952–1956
269,838 produced
Assembly Oxford, England
Birmingham, England
Body style(s) 2-door saloon
4-door saloon
2-door convertible
2-door estate
2-door pickup truck
2-door van
Engine(s) 0.8 L A-Series I4

In 1952, the Minor line was updated with an Austin-designed 0.8 L (803 cc/49 in³) overhead valve A-Series engine replacing the original sidevalve unit. The engine had been designed for the Minor's main competition, Austin's A30, but became available as Austin and Morris were merged into the British Motor Corporation. The new engine felt stronger, though all measurements were smaller than the old. The 52 second drive to 60 mph (97 km/h) was still calm, with 63 mph (101 km/h) as the top speed. Fuel consumption also rose to 36 mpg (6.5 L/100 km).

Morris Minor Traveller (estate)
 
Morris Minor Traveller (estate)

An estate version was introduced, known as the Traveller (a Morris naming tradition for estates, also seen on the Mini), along with van and pick-up versions. The Traveller featured an external structural ash (wood) frame for the rear bodywork, with two side-hinged rear doors. The frame was varnished rather than painted and a highly visible feature of the bodystyle. Rear bodies of the van versions were all steel. The 4-seat convertible and saloon variants continued as well.

The grille was modified in October, 1954, and a new dashboard with central speedometer was fitted. Almost half a million examples had been produced when the line ended in 1956.

The Motor magazine tested a four door saloon in 1952 and reported a top speed of 62 mph (100 km/h) and acceleration from 0-50 mph (80 km/h) in 28.6 seconds. A fuel consumption of 39.3 miles per imperial gallon (7.19 L/100 km/32.7 mpg US) was recorded. The test car cost £631 including taxes.

Engines:

  • 1952–1956 - 803 cc A-Series Straight-4, 30 hp (22 kW) at 4800 rpm and 40 lbf·ft (54 N·m) at 2400 rpm


 

Minor 1000

Morris Minor 1000
Morris Minor 1000 2-Door Saloon 1958
Production 1956–1971
847,491 produced
Assembly Oxford, England
Birmingham, England
Body style(s) 2-door saloon
4-door saloon
2-door convertible
2-door estate
2-door pickup truck
2-door van
Engine(s) 0.9 L BMC A-Series
1.1 L BMC A-Series

The car was again updated in 1956 when the engine was increased in capacity to 0.9 L (948 cc/57 in³). The two piece split windscreen was replaced with a curved one-piece one and the rear window enlarged. At the same time the semaphore-style trafficators were replaced by the more modern flashing direction indicators then becoming the norm for the UK market. An upmarketcar based on the Minor floorpan but with larger BMC B-Series engine was sold as the Riley One-Point-Five/Wolseley 1500 beginning in 1957: a version, with tail fins added, of this Wolseley / Riley variant was also produced in Australia as the Morris Major.

In 1961 the Morris Minor became the first British car to sell over 1,000,000 units. To commemorate this event, a limited edition of 350 two-door saloons were produced with distinctive lilac paintwork and a white interior. Also the badge name on the side of the bonnet was modified to read "Minor 1,000,000" instead of the standard "Minor 1000".

The Minor 1000 gained an even larger engine, 1.1 L (1098 cc/67 in³) in 1962. It could now reach 77 mph (124 km/h), yet consumption was down to 6.2 L/100 km (38 mpg). Other modifications included a new dashboard layout (a lidded glove box on the passenger side, an open cubby hole in front of the driver), a different heater, plus new, larger tail/flasher and front side/flasher lamps.

Van versions were popular with the British Post Office, and some of these had front wings made of rubber, in order to cope with the sometimes unforgivingly busy situations in which they were expected to work.

During the life of the 1000 model, the car began to seem dated, and production declined. The Tourer was deleted in 1969, with the saloon line gone the next year. 1971 was the last year for the Traveller and commercial versions. Nearly 850,000 Minor 1000s were made in all. The car was officially replaced by the Morris Marina, which replaced it on the Cowley production lines, but for the management of what had, by 1971, mutated into the British Leyland Motor Corporation, the Morris Marina was seen primarily as a 'cheap to build' competitor to Ford's top selling (and in many respects conservatively engineered) Cortina, rather than as a replacement for the (in its day) strikingly innovative Morris Minor.

Engines:

  • 1956–1962 - 948 cc A-Series Straight-4, 37 hp (28 kW) at 4750 rpm and 50 lbf·ft (68 N·m) at 2500 rpm
  • 1962–1971 - 1098 cc A-Series Straight-4, 48 hp (36 kW) at 5100 rpm and 60 lbf·ft (81 N·m) at 2500 rpm