Morris Oxford
Encyclopedia : M : MO : MOR : Morris Oxford
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. This page covers the post-war Oxford MO through the Oxford VI.
Oxford MO
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.
Oxford II
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.
Oxford III
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.
Oxford IV
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 ssaloon 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.
Oxford V
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.
Oxford VI
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.
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