Morris Six (1928)

Morris Six
17.7

Six saloon 1929
Overview
Manufacturer Morris Motors Limited
Production 1927–1929
Model years 1928–1929
Body and chassis
Body style
Layout front engine rear wheel drive
Related Morris Oxford Six, Morris Isis
Powertrain
Engine 2,468 cc (151 cu in)
OHV SOHC Straight-6[1]
engine clutch and 3-speed gearbox are one unit held through rubber to the frame.[2]
Transmission The clutch runs in oil and has cork inserts. Drive is taken to the back axle through an enclosed propellor shaft to the spiral bevel final drive[2]
Dimensions
Wheelbase
  • 9' 6" 114 in (2,895.6 mm) (lt 6)[1]
  • 9' 9" 117 in (2,971.8 mm)[2]

track

  • 4' 0" 48 in (1,219.2 mm) (lt 6)[1]
  • 4' 8" 56 in (1,422.4 mm)[2]
Length 14' 9" 177 in (4,495.8 mm)
Width 5' 9¼" 69.25 in (1,758.9 mm)
Height not supplied
Kerb weight 2,016 lb (914 kg)
Chronology
Predecessor none
Successor Morris Isis
Morris
JA
Combustion chamber
Configuration inline 6-cylinders with overhead valves and single overhead camshaft[1]
Displacement 2,468 cc (151 cu in)[2]
Cylinder bore 69 mm (2.7 in)[2]
Piston stroke 110 mm (4.3 in)[2]
Cylinder block alloy cast integral with upper crankcase
crankshaft: has 4 main bearings
pistons: aluminium
connecting rods: steel[2]
Cylinder head alloy detachable[2]
Valvetrain single overhead camshaft, inclined overhead valves, timing adjustment in the camshaft's automatically tensioned double roller chain drive[2]
Combustion
Fuel type petrol
Carburettor: S.U. fed by Autovac tank on the dash, main tank at back of car has a gauge mounted on it[2]
Oil system forced throughout engine[2]
Cooling system water with pump through honeycomb radiator with extension tank[2]
Output
Power output
  • 52 bhp @3,200 rpm[1]
  • tax horsepower 17.71[2]
Chronology
Predecessor none
Successor Morris Isis

Morris Six was a 2½-litre six-cylinder car with an overhead camshaft for its overhead valves first displayed at the October 1927 Motor Show at Olympia as Morris Light Six. When he bought Wolseley in February 1927 W R Morris gave Wolseley employees his reason. It was that he wanted to make good 6-cylinder cars and Wolseley could do that. He said he particularly admired their 2-litre Wolseley 16/45.[3]

The Morris Light Six was the first car to use the all steel body made by Pressed Steel at Cowley but on the road it proved too unstable to enter full production. Revised and given a wider track and longer wheelbase it was named Morris Six.

It was replaced in the Morris catalogue by Morris Isis which was announced in July 1929 and had a new chassis for the engine.[4]

Engine

The six-cylinder 2½-litre engine has inclined overhead valves on either side of the cylinder head. They are opened by rockers operated by a single overhead camshaft which is driven by double roller chain. The S.U. carburettor is bolted to the cylinder head which may be removed with the valve train without affecting engine timing. The crankshaft has been given four bearings. The pistons are of aluminium and the connecting rods are steel. Cooling water circulates by pump. [2]

Body

There is a four-door six-light saloon body or a two-door coupé with a dome head, occasional seats in the interior and a dickey seat behind. Both cars have bucket front seats that are adjustable.[5] In early 1929 these bodies were joined by a Club Coupé by Gordon England.[6] The Club Coupé cost ten percent more than the ordinary coupé but it included wire wheels and reinforced (Triplex) glass.

Both saloon and coupé were given leather upholstery. From June 1928 for an extra £15 the saloon could be supplied with Triplex windscreen and windows, the same for the coupé was £12.10.0. For a further charge of £10 both cars were available with wire wheels in place of the standard steel artillery wheels.[7]

For 1929 bumpers were standardised on all Morris cars as were dipping headlights, electric horns and vibrationless engine mountings.[7] The same issue reported a drop in the price of the Morris Six from £410 to £390. Morris Cowley prices went up but this was for improved coachwork.[8]

Equipment includes such accessories as:[5]

Brakes suspension steering

There are six brakes all worked by cable. The four-wheel brakes share a common cable at each side and some compensation is provided between front and back brakes on each side. Drums are enclosed and ribbed. There is a hand-operated primary adjuster under the bonnet for the brakes on each wheel and by spanner at the end of the cable at each brake. The forward brakes operate on the Rubury principle. Steering is by worm and wheel. Suspension is by half elliptic springs fitted with shock absorbers. Gaiters are fitted back and front. Back springs are underhung, forward springs are flat set and splayed.[2]

Test

The Motoring Correspondent of The Times wrote that when on trial there was no sign of overheating. Seven bearings for the crankshaft might improve the engine's smoothness but, without sudden opening of the throttle, it is smooth and silky. Clutch worked well, change-speed was light and easy. Brakes worked well and all seats were comfortable for passengers as well as driver.[2]

This car with its 2½-litre 6-cylinder engine and three speed gearbox, the correspondent said, should meet the requirements of many who might otherwise buy an American car. Gear changing was as simple as on any American car.[2]

References

  1. 1 2 3 4 5 The Motor Show. The Times, Tuesday, Oct 18, 1927; pg. 10; Issue 44715
  2. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Cars Of To-Day. The Times, Tuesday, Oct 09, 1928; pg. 22; Issue 45019
  3. ↑ St John C Nixon. Wolseley, a saga of the Motor Industry, G T Foulis & Co, London, 1949
  4. ↑ New British Car For Oversea. The Times, Thursday, Jul 11, 1929; pg. 10; Issue 45252
  5. 1 2 Motor Show. The Times, Tuesday, Oct 16, 1928; pg. 22; Issue 45025
  6. ↑ Morris Motors (1926) Ltd. The Times, Thursday, Mar 21, 1929; pg. 10; Issue 45157
  7. 1 2 Morris. The Times, Saturday, Sep 01, 1928; pg. 9; Issue 44987
  8. ↑ Morris. The Times, Saturday, Sep 01, 1928; pg. 12; Issue 44987
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