LIKE SO MANY OVER the years I've fallen under the spell of the Morris Minor. Not because it is vogue or good bar talk to be part of a worldwide multi million cult-following that worships this particular Morris, but because of all the pleasant experiences at the wheel of the model, in a number of different forms.
Take most of that multi million to a consultants couch and at the mention of the word Oxford, most with a glazed expression, the Minor still working on their subconscious, mumble something about Bill, pilgrimage and shrine. Throughout its history the motor industry has thrived on the fickleness of the buying public, off with the old on with the new, the Smiths keeping up with the Joneses. Its hardly remarkable that only rarely will the conscious enthusiast engage in conversation about the Minor's big brother, and the general public, unless directly connected with the Oxford, have forgotten-long since.
This is no reflection on the Oxford's popularity, at the time, although some export markets may have found short falls in the specification. Often the stamina and durability of certain electrical components failed to cope with local conditions, Canada can be a cold demanding climate in the Winter. However, at home, in its van, pick-up and estate form, it was the trusted friend of many local tradesman builders, the milkman, the breadman, grocers, not forgetting the plumber, if only because in the latter case, through those practical rear doors the load space would easily accommodate a standard size bath unit.
Alec Issigonis beavering away during the early Forties had created a number of fresh designs amongst which was the Minor, The Oxford, developed by Nuffields using the Minor theme and shape into a medium size saloon, externally, had touches of Americanism in its appearance although it was not a specific copy of any particular stateside model.
The Oxford's specification was based on proven design and manufacture. The four cylinder side valve 1 litre engine, with a compression ratio of 6.55 to 1 was RAC rated at 13.39 horsepower, but actually produced 41.75 bhp at 4000rpm. Maximum torque 65 lb ft exerted its influence on performance at a useful 1,800 rpm. The static laden weight was just in excess of 21 cwt (2388 lbs).
By the standards of the day the monocoque body shell, with its strong floorpan and sills gave the car a very solid feeling and allowed the torsion bar independent front suspension and conventional leaf sprung rear, to do the job for which they were intended. Positive and accurate rack and pinion steering gave the car a definite edge in the ride and handling department.
Announced in late '48, the Oxford in its first two years was subject to those rolling production changes and improvements normally associated with a new model. Perhaps, during this time, the most significant change was a lower axle ratio from, 4.55 to 4.875, which gave a worthwhile increase in top gear acceleration and flexibility, without seriously affecting top gear cruising. Overall gearing in top, of the four speed box, worked out at 15 mph per 1000rpm which given fair conditions could be upped from the calculated 60mph in top to genuine speeds of just under 70 mph. Meant throughout its existence to be nothing more than honest-to-goodness family transport, its balanced and accurate handling nevertheless allowed you to use the power available. On reasonable roads it was possible to achieve a safe fifty miles in one hour, under reasonable conditions the Lockheed hydraulic stoppers were up to the job. I have fond memories of seeing a young exuberant David Hobbs, since a highly accomplished endurance racing driver, circuit racing the ' factory development hack', a Morris Oxford fitted with one of his father's Hobbs Mechamatic gearboxes.
The Oxford scores by reason of its roomy body facility, but compact overall dimensions. Depending on the size of the occupants, it is certainly a genuine five seater and could accommodate six bodies, at a pinch. The luggage space is average plus, but like all curved bootlids is open to exploitation using a variety of luggage shapes and sizes, soft luggage and canny packing. Having loaded the boot, spare wheel access is easy and direct at all times. At the power end the large alligator bonnet gives every access for maintenance, the engine appearing almost lost in the cavernous space.
Returning to the passenger compartment, there is easy access to the front bench seat. The seat cushion, front edge to squab base gives good thigh support and the squab height is generous enough to give good shoulder support. Seat adjustment is easy, with the seat cushion rising progressively, during forward movement, to assist drivers of smaller stature and shorter leg length. The spring spoke steering position and angle will suit most drivers. The pedals are well spaced, leaving sufficient room to rest the left foot and leg. The left hand, column mounted gear change, operating the four forward speed gearbox, is certainly one of the better shift mechanisms of the time. First, up and near, is diagonally opposite to reverse, down and away, the movement throughout the gate is a precise and positive one, light years away from some of the 'pudding mixers' of the Fifties and Sixties. The umbrella handled handbrake, a push and pull motion, mounted immediately below the fascia, to the right of the steering column works well. A comprehensive range of instruments is set into the centre panel of the fascia, which on its left contains a good capacity lidded glovebox. This concealed storage is increased by the generously dimensioned full width shelf below the fascia, which creates a slight problem. Most cars will have been fitted with the cost extra option of a heater - effective if you want to demist the screen, effective if you want to warm your upper body, but somewhat naff if you want to keep your feet warm - the generous full width shelf blocks any direct flow of warm air to your feet. Variable ventilation is by the door window glasses and front door quarterlights.
Whilst the interior is not austere, it can't be classed as over the top. It is in fact a demonstration of carefully calculated cost control.The seats are trimmed in leather, but the door panels have only simple relief in the way of a horizontal metal trim, no stitched relief. Wherever metal is exposed, the panels, components, trims and finishes are either painted in a durable, decorative finish of chromed. On the car pictured, all of these surfaces show a remarkable degree of durability.
The driving position, and since I sit high, the vision through the split screen is good. However, you have to accept that the bulbous bonnet will hide the extremities of the nearside front wing, from all but the very tallest driver. A traditional style wing-mounted nearside front mirror is a consideration.
If you study the British market throughout the first years of the Series I Oxford it can be seen that it was well able to hold its own against the competition, and it did. On paper the Oxford's recorded performance was hardly exciting, but behind the wheel, I remember, the car could be relied on to do the business, four up or driver only. The market was every bit as competitive then, as it is today and no manufacturer could afford to lose market penetration. Ford came along in '50, filling a huge gap in their own range with Consul and Zephyr.
Vauxhall responded with the '52 E-type Wyvern and throughout the period Austin loyalty was chipping away at the medium size saloon sector. With the merging of Austin and Morris, a replacement came along in '54, the Series II Oxford complete with its promising new B-series engine. Once again the Smiths would be keeping up with the Joneses.
Looking back, in the six years of its existence, the Series I had created a following on the basis that the customer had been provided with a general purpose medium sized car, compact, but with good interior space, economical, but above all durable and reliable.
Phil Consadine, Chairman of the Midland Vehicle Preservation Society was kind enough to place his recently acquired Oxford at our disposal.
Of the thousands that came off the production line at Cowley, estimates are that fewer than 200 exist and that less than 50% of these are on the road.
Currently, Phil's car has a little over 35,000 genuine miles on the clock, having been first registered in May 1953. The acquisition of the Oxford came about because Phil's wife, Sharon, felt that the immaculately restored Consadine Jowett Bradford van, currently for sale, should be replaced by a more civilised classic. To give interested parties some idea, the Oxford was eventually acquired, after some intense haggling, for around £600. When the documents arrived it was realised that the car was last taxed in 1967, and then changed hands in 1971. The car stood, was never used on the road and remained untaxed with 34,400 on the clock.
When first viewed the car was loosely fitted with a new bonnet, a replacement following a mishap when the original owner failed to positively close the bonnet. Although garaged throughout its active and non-active life, damp had attacked the base metal and the body was covered with a light surface rust. The shell was taken back to the base metal, primed and repainted. A problem identifying the paint colour was generated by the vehicle licensing documents which indicated -GREY. Eventually it was determined as Platinum Grey and painted accordingly.
Fuel lines and brake lines, master and wheel cylinders were replaced. Fortunately the engine was free and would turn over, by hand. The engine filter and all lubricating oils were changed and the car electrical system was checked thoroughly. On with the new battery and the engine fired and ran, first time.
The front seat required attention. Fortunately the seams had not burst, but over the time the stitching on the front seat had called it a day. Using nylon and the original holes, Phil hand sewed the seats, using each and every one of the original stitch holes. Each seam took six hours and a lot of patience. The interior, totally original, was cleaned, including the removal of a mouse's skeleton, still in its nest, from under the back seat.
Taxed again for the first time in many, many years, a 100 mile trip of the Warwickshire lanes confirmed that there was an unacceptable level of dirt in the fuel system, which caused the electrical fuel pump's acute cardiac arrest.
The following week the car was engaged in its first classic car run, the MVPS's Coventry to Sidmouth 'Coastal Capers', covering the home and return run without any problems. Allowing six hours for the journey, the outward bound run was completed in four and half hours, door to door, including stops, Phil commenting that it seemed to be happiest at around 55mph.
However, happy than the car is Phil's wife, Sharon, who looks favourably on the Oxford and counts it as one of Phil's more inspired purchases. Can anybody out there find time and affection for a lonely Jowett Bradford Van?
Peter Cahill
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