The Morris Minor is an English car that debuted at the Earls Court Motor Show, London, on September 20, 1948. Designed under the leadership of Alec Issigonis, more than 1.6 million were produced between 1948 and 1972 in three series : MM (1948-1953), Series II (1952-1956) and finally the 1000 series (1956 to 1971).
Originally available as a two-door saloon and turer (convertible), the range expanded to include a four-door sedan in 1950, a wood framed (traveler) housing from October 1953 and a panel van and pick-up truck variant from May 1953. This is the first British car to sell over a million units and was regarded as a classic example of automotive design, and symbolized "English".
Video Morris Minor
Development
Origins
The Minor was compiled in 1941. Although the Nuffield Organization was heavily involved in war work and there was a government ban on civilian car production, Morris Motors vice chairman Miles Thomas wanted to prepare the ground for a new product to be launched shortly after the war ended. Vic Oak, the company's chief engineer, has brought Thomas's attention to a promising junior engineer, Alec Issigonis, who has worked at Morris since 1935 and specializes in suspension designs but he often impresses Oak with his sophisticated ideas about car design in general. Issigonis came to Oak's special attention with his work on the new Morris Ten, which was being developed in 1936/7. This was the first Morris to use unity construction and was conceived with an independent front suspension. Issigonis designed a wishbone coil-sprung system which was then dropped for cost reasons. Although the design will later be used on the MG Y type and many other post-war MGs, Morris Ten enters production with the front beam axle. Despite the brevity to focus on the Ten suspension, Issigonis also composed a rack and pinion steering system for the car. As the design of this suspension is not adopted but will reappear in the post-war years on the Y-MG type, but these ideas prove that he is the perfect candidate to lead the design work on a new sophisticated small car.
With almost all the resources needed for the war effort, Thomas still approved the development of a new small family car that would replace Morris Eight. Although Oak (and Morris technical director, Sidney Smith) is overall responsible for the project, Issigonis is ultimately responsible for the design, working with just two other draughtsmen. Thomas was named the 'Mosquito' project and ensured that it remained as secret as possible, both from the Ministry of Supply and from the founder of the company William Morris (Lord Nuffield), who was still chairman of Morris Motors and, it was widely expected, would not side with the radical Issigonist idea.
The overall concept of Issigonis is to produce a practical, economical, and affordable car for the general public that would be equivalent, if not beyond, the comfort and quality of a more expensive car design. In subsequent years he concluded his approach to Minor; that he wants to design an economy car that "the average person will feel happy to have, rather than feel as something has been sentenced to him" and "people who drive small cars have the same size as those who drive large cars, and they should not be expected to survive with a cramped interior. "Issigonis wants the car to be as large as possible for its size, and comfortable to drive for inexperienced riders. Just as he would with Mini 10 years later, he designed Mosquito with excellent footing and accurate and fast steering, not with the pretense of making sports cars, but making it safe and easy to drive by everyone.
Design features
Issigonis' design included the same ideas he proposed for the Ten before the war: independent suspension and rack and pinion steering, plus the continuous use of unity construction. In the case of the Mosquito, Issigonis was inspired by the Avant Traction CitroÃÆ'Â «, a car he greatly admired, and he proposed using a torque rod on each wheel, as in CitroÃÆ'« n, rather than the usual coil spring system. The French car, launched in 1934, is also an early example of rack and pinion steering.
Almost every feature of Minor serves the shared purpose of a good foundation and maximum interior space. For example, Issigonis determines the 14 inch (360 mm) wheel for Mosquitoes. It's smaller than other production cars at that time (the existing Morris Eight has a 17 inch (430 mm) wheel). This small wheel reduces intrusions to the cabin space and minimizes unsprung mass of cars, providing better ride comfort and stability. For the same reason, the wheel is placed as far as possible to every corner of the Mosquito pot floor. The same applies to machine placement, as far as possible toward the front of the engine compartment. Most of the cars at that time had front axles, which forced the engine mounted behind the front axle line. While this means that, with only a driver on board, even heavy distribution, when loaded with passengers, the car often becomes very heavy, leading to unstable handling and oversteer. The new Morris independent suspension means no front axle, allowing the engine to be placed low down and far ahead. Placing a mosquito machine on the nose means that the car is heavy when it is light weight, leading to superior directional stability, and when it reaches the equilibrium the same weight, so that handling and grip remain good regardless of the load carried. Placing the engine farther forward also maximizes cabin space.
As Issigonis puts it, the machine itself is also radical, being a cold-cooled flat-flat unit. One of Miles Thomas's few restrictions on the Mosquito project is that it must have a machine that will not fall off the UK horsepower tax, which imposes a car tax under a formula pertaining to their engine cylinder pits. At the same time, Thomas wants the car to attract a very important export market, which has no such limitations, and generally likes larger-engined cars. The Issigonis solution is a flat-four engine that can easily be produced in two versions - a narrow 800 cc version for the UK market and a 1,100cc version for export. Both versions will use identical parts, except for actual cylinder blocks (which can still be produced on the same machine) and pistons. Spatial flat-four reduces the overall length of the engine, further increasing the potential cabin space, and reducing the car's center of gravity for better handling.
Pre-production changes
The machine was to prove too far a step for the mosquito project. As the car approached the settlement in 1946 the war was over and the need for secrecy was no longer necessary and impossible to maintain as more Morris staff and executives had to be involved in starting production. Many are pessimistic about the prospect of radical automobiles and especially the huge cost in equipment for designs that have no part with existing Morris products. Lord Nuffield himself did not like Mosquitoes and Issigonists, who famously said that the prototype was like a poached egg. Nuffield's preference is to continue the production of the conventional Eight Morris, which has been very successful before the war, with little improvement in styling and engineering. He strongly objected to the expensive and unusual Mosquito engine designs. Whatever the personal views of Nuffield, it seems increasingly unlikely that all of Mosquito's radical features can be implemented while maintaining an acceptable final purchase price and without incurring too much of a set-up cost at the Cowley plant. There is also a matter of time - there is a huge uproar by the British manufacturers to get a new model into the market after the end of the war. It is known that Austin is working on an all-new but conventional car that will be launched in 1947. Mosquito was proposed to launch in 1949 and the deadline was increasingly unlikely due to the untried nature of many car features. The Morris Council insisted on launching the Mosquito at the first post-war British Motor Show in October 1948.
Some of Issigonis' proposals reviewed - first suspension of all-independent torque rods altered for live shaft torque-sprung axles and these were subsequently replaced by a conventional sprung leaf arrangement. The proposal by Thomas to offset the cost of making flat-four engines by introducing the MG sports and upper-class Wolseley Mosquito versions was denied and it became clear that the only way to overcome personal and financial obstacles to the project was to adopt a lightweight revised version of the obsolete sidevalve machine Eighty Eight. Thomas resigned his position at Morris Motors over the disaster. Despite changing the basic principles of Issigonis' concept - spacious cabins, small wheels on each corner, a front-mounted engine, rack and pinion steering and independent suspension of torsion rod - fixed front.
While Thomas fought for Issigonis, the mosquito, had improved his car style. Although in his later career he will be known for his highly functional design Issigonis is strongly influenced by the modern style of American cars, especially Packard Clipper and Buick Super. A new feature is a low-powered headlamp, inseparable with grille panels (Issigonis originally drew a hidden lamp hidden behind the lattice parts, but this was never implemented). The original mosquito prototype, which drew Lord Nuffield's "boiled egg" commentary, was designed in the same proportion as a pre-war car, which is relatively narrow for its length. In late 1947, with Cowley already ready for production, Issigonis was unhappy with the appearance of the car. He has a long strip of prototypes and the two parts move apart until they appear "right". The production model is thus four inches (10 cm) wider than the prototype and, according to the Issigonist design principles, it further enhances interior space and landholding. It also gives the proportion of different (and recognisably modern) cars - in contrast to the Austin A30, launched in 1952 but still recognized before the war in size and proportion). The last minute change on the design required a number of solutions - the bumper was already manufactured, so the starting car had a half cut with a four inch plate bolted between the joints. The hood has a flat fillet section added to the centerline and the floorpan has two two-inch sections adding both sides of the transmission tunnel.
From Mosquito to Minor
The last change made is on the car's name. It is widely expected that the name of the Mosquito code will also be the name of the production model, but Nuffield does not like it and the marketing department of Morris wants a convincing name for what it feared would be an innovative, radical car that would be hard to sell cautiously. public. Instead the car was named Minor, referring to Morris Minor in 1928, which has introduced a number of innovative features and has become the first four-wheeled car that sells for  £ 100.
Morris Minor newly launched at the British Motor Show at Earls Court in London on 27 October 1948. The original range consisted of a two-door sedan or two-door touring with a 918 cc engine and prices starting from Ã, Ã, Ã, Ã, Ã, Ã , Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã , Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã,? Â £ 358. At the same event also launched models Morris Morris Oxford and Morris Six new ones, plus Wolseley variants of both cars, which is a smaller version of the new Minor, which combines all the same features and designed with input Issigonis in under the supervision of Oak. Thus the ideas and principles of design to support the range of the car Issigonis Morris and Wolseley postwar complete.
Small MM
The original Minor MM series was produced from 1948 to 1953. This included a pair of four-seat, four-door and four doors (and from 1950) four-seater saloon, and a convertible four-seat Tourer. The front torque rod suspension is shared with the larger Morris Oxford MO, such as an almost-unibody construction. Although Minor was originally designed to accept a 4-flat engine, at its development stage it was replaced by a 918 cc (56.0 cuÃ) in-side-valve inline-four engine, little changed from that installed in the early 1930s Morris Minor and Morris 8 , with a bore of 57 mm but with a stroke of 90 mm and not 83 mm, and produced a torque of 27.5 hp (21 kW) and 39 lbf ft (50.3 Ã, Â ° m). The engine pushed Minor to only 64 mph (103 km/h) but sent 40 miles per gallon imperial (7.1 L/100 km; 33 mpg -US ). Brakes are four-wheeled drums.
The early cars had painted parts in the middle of the bumper to cover the widening of production cars from the prototype. Widening of 4 inches (102 mm) is also seen in the folds in bonnet. Exports to the United States began in 1949 with the main lights removed from within the surround grille to be mounted higher on the wing to meet local security requirements. In 1950 a four-door version was released, initially only available for export, and featured from start headlamps flown to the wings and instead lowered down on either side of the grille. The position of the raised lamp became standard on all Minors in time for 1951. From the beginning, Minor had a semaphore-type turn indicator, and the next Minor version persisted with this until 1961. The Autippar magazine road test 1950 reported that this is "not of the usual self-canceling type, but it includes [d] the basic time-return mechanism in switches under facia, in front of the driver". It's too easy for passengers who rush out of the front passenger seat to collide with and pick up the slow indicator "fins" that are still sticking out of the B-pillar, because they have not been safely restored based on the mechanism's return time for the folded position. Another innovation near the end of 1950 was a water pump (replacing a gravity-dependent system), which allowed manufacturers to offer interior heating "as optional equipment".
When the first series production ended, over a quarter of a million had been sold, 30% of them were the convertible Tourer models.
The 918 cc engine driver tested by British magazine The Motor in 1950 has a top speed of 58.7 mph (94.5 km/h) and can accelerate from 0-50 mph (80 km/h)) in 29.2 seconds. However, the 918 cc engine performs 0-60 mph in 50 seconds. Fuel consumption of 42 miles per gallon imperial (6.7 L/100 km, 35 mpg -US ) was recorded. The cost of the test car Ã, Â £ 382 including tax.
Maps Morris Minor
Small Series II
In 1952, Minor was substantially reengineered after the merger of Nuffield Organization (Morris holding company) with Austin Motor Company to form the British Motor Corporation. As part of a rationalization program to reduce the production of duplicate components for the same vehicle, the Minor drivetrain is completely replaced with a derivative engine, gearbox, propshaft, differential, and Austin shaft casing. More modern Austin-designed 803Ã, cc (49.0 cuÃ, in) overhead valve A-series engines, which have been designed for Minor's main rival, Austin A30, are smaller in all dimensions, but still deliver real performance improvements during pre- side side-valve 918 cc (56.0 cm) Morris unit replaced. The 52 second drive to 60 mph (97 km/h) is still quiet, but the top speed increases to 63 mph (101 km/h). Fuel consumption also rose to 36 miles per gallon imperial (7.8 L/100 km; 30 mpg -US ).
The estate version was introduced in 1952, known as the Traveler (Morris's naming tradition for plantations, also seen on Mini). The Traveler featured an external structural ash (wood) frame for the rear bodywork, with two hinged rear doors. The frame is varnished not painted and a very visible feature of body style. The travelers were built side by side with the saloon model at Cowley minus their rear body. The semi-finished car is then sent to the MG factory in Abingdon where the corpse (built in Coventry) will be mated to the chassis and the final assembly is done. This is because Cowley's main production line is no longer equipped to handle body-on-frame vehicles like Traveler while MG lines still handle these types of cars and have experience working with wood-framed bodies. The commercial model, marketed as Morris Quarter Ton Van and Pick-up was added in May 1953. The van's rear-end body is all made of steel. Convertible variants and four-seat salons also continued.
The Motorcycle magazine tested a four-door sedan in 1952. It reported a top speed of 62 mph (100 km/h) and acceleration from 0-50 mph (80 km/h) in 28.6 seconds. Fuel consumption of 39.3 miles per gallon imperial (7.19 L/100 km, 32.7 mpg -US ) was recorded. The cost of test car Ã, Â £ 631 including tax.
From 1952-56, 803 cc inline-four inline-four A-Series engines were used, generating 30 hp (22 kW) at 4,800 rpm and 40Ã, ft torque? Lb (54Ã, N? M) at 2400 rpm
A horizontal slotting grille was installed from October 1954, as well as a new dash with center speedometer.
269.838 contoh Seri II telah dibangun ketika produksi berakhir pada tahun 1956.
Minor 1000
Seri III
In 1956, Minor received a major renewal program intended to keep the car competitive until the 1960s. Where Minor had previously been offered with various colors and trim options, the 'Minor 1000' (so named because the 948cc engine) shifted its emphasis on component rationalization to access the scale of the economy, thus allowing increased production volumes to help Minor maintain a small car market share significant during the period in which car ownership became more common.
The dawn of the motor era requires the installation of a new 948cc (57.9 cu in) variant of the BMC A-Series engine, raising the top speed from 63 mph to 75 mph, and nearly halving 0-60 mph from 52.5 seconds to 31.3 seconds. Steering is further enhanced with substantially revised gearboxes, which incorporate higher ratios for more casual cruising speeds and long-range selectors that allow shorter gear levers and less shaky gearchange actions. These new engines and gearboxes are products of BMC's wider machine policy, and have been developed for use in their smaller vehicles, including the Austin A35, A40 Farina, and Austin-Healey Sprite/MG Midget, to maximize sharing and thereby reducing production costs, service costs and consumer costs across the entire model range.
A series of changes to the body tightening for roof panels/bumps and bonnets resulted in large rear cover windshields and a curved one-sided windshield, which significantly increased visibility and provided a modernized appearance to the car at relatively small expenditure.
Many 'luxury' items, such as leather trim, are replaced with more durable and less expensive materials, and during the following years the range of paint and interior colors available is dramatically reduced. A variety of unique minor trim items and components (such as light and heating units) are also gradually replaced with goods everywhere from the BMC range. This change program successfully provides access to economies of scale to enable improved production. At the turn of the 1960s, more than 100,000 children were produced per year, compared with less than 50,000 per year a decade earlier.
In 1961, the designers of the semaphore style were replaced by flashing direction indicators. It is a red US color on the back (using the same light bulb filament with brake lights) and white on the front (using the second light filament in a parking light bulb) legal in England and many export markets at that time. (such as New Zealand).
The upscale car based on the Minor floor using the larger BMC B-Series engine was sold as Riley One-Point-Five/Wolseley 1500 early 1957: the version of the Wolseley/Riley variant was also produced by BMC Australia as Morris Major. and Austin Lancer.
Minor Million
In December 1960 Morris Minor became the first British car to sell more than 1,000,000 units. To commemorate the achievement, a limited edition 350 two-door minor saloons (one for each UK Morris dealer) is produced with distinctive lilac paint and white interior. Also the name of the badge on the hood side is modified to read "Minor 1,000,000" instead of the standard "Minor 1000". A millionth of Minor was donated to the National Union of Journalists, who planned to use it as a prize in a competition in aid of the Widows and the Orphan Fund belonging to the union. The company, at the same time, presented Minor's celebrations to London's Great Ormond Street Hospital for Sick Children, but the car was built from a cake.
Series V (ADO59)
The last major upgrade to Minor was made in 1962. Although the name Minor 1000 is maintained, the changes are sufficient for the new model to be given its own ADO development number. The Morris chassis numbering convention refers to this car as the 'Series V', the 'Series IV' designation set for Morris Mini Minor.
A larger new version of the existing A-Series engine has been developed along with the Harry Weslake cylinder head specialist for the new Austin/Morris 1100 ADO16 range. This new machine uses a block higher than 948 cc units, with an increase in bore and stroke that brings total capacity up to 1,098 cc. Despite a slight fuel consumption at 38 mpg, Minor's top speed increased to 77 mph (124 km/h), and a 20% increase in torque gave a more responsive boost. The revised engine works with a more powerful gearbox equipped with a baulk ring synchromesh that replaces the previous cone-clutch type. The drum brakes are maintained at every angle, but the front unit increases from 7 inches (18 cm) to 8 inches (20 cm) in diameter. Other changes include a modified dashboard with a switch switch, a black solid speedometer unit (equipped with warning lights for blocked oil filters), textured alloy fascia, and a new glove box cover design (fully hinged underside on the passenger side, and aperture opening stay on the driver's side). The two-finger 'safety' steering wheel (shared with Morris 1100) and new heater (now with fresh air vents) were installed in 1964, complementing the interior enhancement. Larger combination headlamps/headlamps, common to many BMC vehicles at the time, mounted to the front wing, and larger rear light units mounted on the rear. Both use separate amber flasher for direction indicator.
From 1965, no further production improvements were made to Minor, with resources being channeled to improve ADO16 (Minor's spiritual successor and Britain's best-selling car in the 1960s), and the development of Morris Marina, which would succeed Minor on the Cowley production line in 1971.
In 1969, the production of the Traveler variant was transferred to the former Wolseley factory in Adderley Park, where a van and a pick-up model were made. This freed up production space at Cowley and simplified the production chain when the rear bodies of Traveler were built at the Morris Bodies plant in Coventry. Adderley Park-built Travelers is offered in a variety of new colors from various paints that have been introduced for the 1970s, including lively shades like Limeflower (lime lime) and Aqua (turquoise). From 1971 Children equipped with ignition keys mounted on the steering column and steering wheel rather than the ignition switch installed by facia used up to that point.
- Machine
- 1956-62 (Series III): 948 cc A-series inline-four, 37 bhp (28 kW) at 4,750 rpm and 50 lb/ft (68Ã , Â ° C at 2,500 rpm
- 1962-72 (Series V): 1,098 cc A-series inline-four, 48 bhp (36 kW) at 5,100 rpm and 60 lb/ft (81Ã, Â ° C) at 2,500 Ã, rpm
Reject and replace
During the life of the Minor 1000 model, production declined - because the Mini and 1100/1300 had been the best BMC sales model in the mid-1960s.
The last Convertible/Tourer was produced on August 18, 1969, and the saloon model was discontinued in November 1970. Production of the Traveler and the more practical commercial version ceased in April 1971, though examples of all models are still theoretically available from dealers with surplus. unsold car for a short time thereafter. According to Newell (1997), 1.6 million Children were made in total and Wainwright (2008) even claimed that 1,619,857 minors of all variants were eventually sold.
The Minor vs Volkswagen
Minor production declines and cancellations were the source of some concerns by industry commentators in the late 1960s, who believed that further development of the car had the potential to challenge the Volkswagen Beetle in the export market. Volkswagen, developed as a small family car with a brief very similar to Minor, has been consistently upgraded for 25 years, and maintains a healthy market share in export markets (especially developing countries), where very often the lowest prices for new cars on the market. It went on to reach over 21 million units before its cancellation in 2003. Having said this, in the year of Minor's cancellation (1971), more than 1.3 million Beetles were produced (peak production year). This corresponds to over 80% of Minor's total production in 23 years, or ten times the volume of Minors production in its peak year (1958) when 113,699 were built. The gap in production capacity makes Minor's ability to effectively challenge Beetle, which has a global distributor and service network, is debatable. Some historians also report that Minor was sold at a loss during his final years. The management of British Leyland put expectations for greater market share and profitability at Morris Marina, which was specifically developed for assembly on Minor production line at Cowley, thereby blocking Minor production continuation in any event.
Successor
Minor was officially replaced on Cowley's production line by Morris Marina (ADO28), developed primarily in response to Ford sales (and in many cases conservative conservations). Building larger midsize cars that can increase sales volume (especially in favorable fleet purchasing markets) is becoming increasingly important in maintaining healthy sales figures, and is a problem that has always failed to address BMC until now. Marina was developed under the strict supervision of the management of Leyland UK, and uses a modified version of the Minor floorplan chassis, extended to enhance the wheelbase by 10 inches. Many other Minor components, including many suspensions, are used in running gears, which serve to streamline production turnover and minimize financial expenditure associated with chassis and retooling development.
Morris Minor's spiritual successor can be regarded as ADO16 Austin/Morris 1100 range, launched in 1962 and aimed at the same small family car market (and actually replaces Minor in some export markets such as Australia and New Zealand). Sharp style, hydraulic suspension and innovative front-wheel drive system (itself an "enhancement" of the Mini principle) make ADO16 a viable successor to (in his day) a very forward-looking Minor. However, due to the commitment of British Motor Corporation to both Morris mills in Cowley, and the Austin plant at Longbridge - in addition to healthy demand for both products - the production of two cars continued in parallel for nearly 10 years. Indeed, the production of ADO16 only defeated Minor at the age of three years or more, before being replaced by Austin Allegro's innovative, export-oriented, but underdeveloped in 1974.
Security
Although there are four major updates from Minor in running 23 years of production, very few actively designed "safety features" ever engineered into the Minor design. The provision was made for seat belt fittings in the early 60s, but the rigid body structure of the car monocoque made it dangerous not to absorb collisions. For a brief time in 1968, the thickness of steel used in bonnets and doors decreased from 1.2 mm to 1.0 mm to act as a form of the crumple zone, but as the wings continued to be made of 1.4 mm of steel, the modification did not exist pointless and ineffective and reversed in 1969 due to increased passenger compartment being crushed in a collision.
The Mark II model is altered from the "lowlight" model to meet Canadian lighting standards, with higher and brighter lights to improve fog visibility and during dark Canadian winters.
Australian models, and British-made turmeric models and exported to Australia, have safety glass windows and safety glass windows, to comply with local regulations. The Australian model also has a flashing indicator light beside a standard-worthy sleeve at 1000 Minor natives.
Ton and van quarters ton Morris
The van was closed and the open version of the minor ("pick") was built from 1953 until the end of production. They are designed for commercial use with small businesses, although many are also used by large companies. The van version is very popular in the General Post Office, this early version (circa 1956) has a rubber front wing to cope with the sometimes unforgiving busy situation where they are expected to work. Both the van and the pickup are different from the monocoque construction of the Saloon and the Traveler variant with having separate chassis. They also differ in details such as telescopic rear spikes, rigid leaf springs and lower ratio differences to cope with heavier loads.
The commercial version was originally marketed as the Morris Quarter Ton Van and Pick-up, with the Series III designation applied from 1956. The names of Morris 6cwt Van and Pickup were used after the introduction of the 1098cc engine in 1962 and the 8cwt version was added in 1968.
Because BMC's policy is to provide Austin and Morris with complete commercial vehicles, the Austin-badged variant of van Minor and pick-ups were sold after the Austin A35 production ended in 1968. It featured Austin badging and Austin corporate blinds. -makes a 'radiator grille but if it is not the same as a standard Minor ad, and sold as Austin 6cwt and Austin 8cwt.
Morris Minor today
Currently Morris Minor and 1000 are classic family-sized cars that are best served in the movement of old vehicles and continue to gain popularity. Everlasting affection for "Moggie" (also a common English nickname for a special cat, or Morgan) or "Morrie" (as is often known in Australia and New Zealand) is reflected in the amount of repaired and repaired Morris Minors currently running in UK and Australasia. In addition to the more powerful engines, the desired improvements are demanded by increased traffic density since Minor is withdrawn from volume production including the original brake drum equipment replacement with discs. Other important upgrades include the 1,275 cc (77.8 cuÃ, in) version of the A-series engine, ridiculed by Morris Marina enthusiasts as the main reason why many marinas are removed, and the same-sized Nissan A engine, sharing all common dimensions to Morris Minor's engine , except the piston size. Top Gear presenter Jeremy Clarkson once stated that Morris Minor is a Volkswagen Beetle of England (though this is meant in an insulting way rather than profitable). There is still a large reserve section for these cars, and the parts are cheap compared to modern cars.
The replacement panel for Morris Minor was still made in 2002 by the Old Hold Automobile Company in Sri Lanka.
References
Bibliography
- Newell, Ray (1997), Original Morris Minor (Bay View Books Ltd, Bideford, Devon, ISBN 1-870979-43-5)
- Wainwright, Martin (2008), Morris Minor - Biography (Aurum Press, ISBN 978-1-84513-378-8)
External links
- http://www.morrisdownunder.com/forum/index.php - Morris Minor community forum
- http://MORRISMINOR.US - Morris Minor Registry North America
- Morris on Curlie (based on DMOZ)
Source of the article : Wikipedia
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