"Motor Sport" Samples Two Much-Discussed British Cars

During the period of the British Grand Prix we were loaned not only the beautifully appointed Coventry caravan mentioned elsewhere, but one of the new £299 Morris Minor saloons. If the van is a product that draws static admiration, the little Morris calls for the highest praise in respect of its qualities of vivacious action. For the handling characteristics of the car are superb and render it a delight to drive, even for sports-car folk imbued with the Grand Prix spirit. The torsion-bar and wishbone i.f.s. layout, the proportions of wheelbase to track, the small wheels, and the forward-set engine add up to the best roadholding and cornering we have experienced for a very long time, and then mainly in respect of cars of Continental conception.

On tight corners and long open bends alike the Minor displays admirable understeer and goes where it is required to go. If you steer it down into the gutter and hit a series of deep pot-holes or gulleys the firmly-damped suspension will impart a sharp kick to the car, but the roadholding will remain unaffected. The steering, too, is delightfully light and smooth throughout its entire range, so that a minimum of effort is required to whip the Minor round bends, particularly as just the right degree of full castor action returns the wheel to straight-ahead. There is no tendency to wander on the straight and, although the suspension is soft enough to convert really bad surfaces into merely a limited upand-down motion, with no trace of pitching, yet only acute corners taken at speed provoke rolling and then not to an excessive degree, while the rear wheels still “follow through” beautifully, with no tendency to break-away without warning and a minimum of change from under- to over-steer. This in spite of the fact that if the car is swung from side to side of the road the suspension feels considerably “soggy.” The wheels seem always to follow the road contour, with no patter or bouncing, while, although the steering is so delightfully light, the pleasant spring-spoke wheel requires only just over 2 1/2 turns from lock-to-lock and the turning circle is commendably small. So well do the shock-absorbers work that humpy-bridges can be taken at speed and the cars is lenient to a novice who enters a corner too fast at the wrong angle. These qualities, in brief, add up to a thoroughly jolly little car which is so safe and such fun to drive that one infinitely prefers twisting roads to dull arterial routes. We can think of no other British car of this class which gives so much sheer satisfaction to a keen driver.

There is kick-back at the wheel, varying from nil to quite a sharp movement according to the road surface, reminiscent of Lancia steering and having, from our point of view, no particular disadvantage. Column movement or vibration is absent, the front end of the car remains rigid at all times and not a trace of lost-motion was apparent after over 7,000 miles wear. The tyres protest only when the car is put abnormally fast round bends and tail slides are almost impossible to evoke, but, if the Minor does get so skittish, it is a delight to bring under control again.

The driver is able to appreciate such fine handling qualities, because the visibility is generally very good, although neither front wing is normally in view and the screen pillars are somewhat thick. He sits nicely up to the wheel on a rather high, firm, adjustable bucket seat and he has ample elbow room on each side. The whole car, too, feels “all in one piece” and gets along with notable lack of effort or noise. True, the enthusiast who mistakenly wants to compare this wonderful little motor car with his beloved sports car will hanker for more low-speed torque, for the acceleration in top isn’t brisk, and hills quickly pull the speed down. Against even this unfair criticism can be set the fact that on sheer cornering ability alone, and excellent Lockheed 2 LS braking, the Minor will put up truly creditable averages. As an example, on a journey from Hampshire up to Silverstone along very winding secondary roads and including negotiation of five minor towns, we put 42 miles into the first hour and averaged nearly 40 m.p.h. over 72 cross-country miles, including a brief stop and before being really accustomed to the car. Moreover, if the gearbox is used the very smooth and willing 918-c.c. side valve engine offers quite brisk acceleration, although its valve springs impose an absolute limit of 21, 86 and 52 m.p.h. speedometer readings in the quiet indirect gears. It runs down to 9 m.p.h. in top and picks-up well from 25 m.p.h. onwards. Our wives, sweethearts, uncles and aunts would be more likely to change-up at about 10, 20 and 80 m.p.h., respectively, and still feel they were getting along quite briskly. They could not fail to appreciate, too, the delightful steering and comfort of this Morris, even if they did not discover its exceptional cornering qualities to quite the same extent as those persons to whom Motor Sport is primarily intended to appeal!

Here it can be observed that the gearbox is a delight to use, even if its lever is a trifle short and oddly cranked, and rather stiff to move. It will whip from one position to another very rapidly, synchro-mesh not protesting in the least, and the lever itself having short movements and being decently rigid. Reverse was tricky to locate, due to the strong spring-loading away from this to the central position — but that is hardly a criticism! The clutch action is light and the clutch showed no tendency to slip, but was tricky to engage, principally because the tiny Morris pedals, high set from the floor, are retained and that for the clutch operated only at the extreme end of its travel. The 7-in. brakes are powerful, even a thought fierce, without using real effort, progressive under lighter action, and gave no signs of distress in any direction, nor does the nose dip to any extent during a crash stop. The central hand brake of the old-fashioned sort nestles beneath the front bucket seats in a very accessible position and is admirably located, frees easily, and really works to the point of locking the rear wheels if required.

We found that we could get a speedometer reading of 70 or so m.p.h. along straight roads with a little help from down gradients, and that an indicated 60 m.p.h. was a very normal gait, while in the gears, 80 m.p.h. in second and 40 m.p.h. in third was the usual procedure. Later we timed it at 50 m.p.h. over the 1/4-mile, with the speedometer showing 60. Incidentally, to hurry things up a quite delightful change down from top direct into second was normal tactics. As 2,500 ft.-per-min. piston speed equals 63 m.p.h. in top gear, there seems little fear of over-working the engine. Some engine noise is evident, the road wheels amplify sound and certain rattles arrived from somewhere or other, a noisy speedometer drive developing as the test proceeded, for example, and the gears hummed on the over-run. But, generally speaking, for its size the Minor is a quiet car, and very definitely so at the sort of cruising speeds at which ordinary motorists will drive it.

Apart from being a truly fascinating car in action, the Minor has several other charms. It is upholstered in a pleasing light-hued leather. There is a full-width parcels shelf below the facia and an excellent cubby hole, its substantial lid releasing automatically on pressing a button on the windscreen sill; this button is matched on the opposite side by the dynamo-charging light. The sloping V screen doesn’t dazzle, as so many do, the trailing doors incorporating part of the front wings are beautifully hung and their pull-out exterior handles function admirably, while they shut against thick rubber mouldings. Exit and entry is not unduly impeded by somewhat restricted opening, while quarter windows provide ventilation apart from the main windows. The rear seat is roomy if somewhat restricted in leg room, there is a shallow shelf behind it, and plenty of arm room, with outer arm-rests. The comfort factor is high and the front seat backs fold to provide access. The rear compartment can be converted for luggage carrying by folding the seat forward. Items like the big rear window, adequate rear-view mirror, powerful horn, neat leather door “pulls” and flat floor were appreciated. The facia carries merely the spring-loaded choke control, lamps control and starter control, all operating nicely and feeling substantial, the ignition key, an 85-m.p.h. Smith’s speedometer incorporating a milometer, a pessimistic petrol gauge calibrated “E, 1/2, F” and an oil gauge that sat habitually at 60 lb/sq. in. once the engine was warm. The layout is much to our liking. An H.M.V. radio (an extra) was well-suited to this car. There are no ash-trays, centre arm-rests, rear blind or roof lamp — but remember, please, that the Minor is priced at only £299, or £382 16s. 1d. when the Chancellor of the Exchequer has had his “pound of flesh.” We were, however, somewhat taken aback to find no instrument illumination, while the rear lamp had been left in the near-side wing although this was a r.h.-drive car! The bonnet catch is released by a handle rather tucked away under the facia, but its safety catch is much nicer to use than most of its kind and it really works — we know, because Morris Motors’ gatekeeper didn’t close the bonnet properly after checking the engine number and we were in a distinct hurry for the next 50 miles but noticed nothing amiss. Accessibility of the engine and accessories is excellent, including dip-stick and even the front shock-absorbers. The direction-indicators are operated by a fairly easy-to-reach control on the extreme off-side of the dash and have to be manually cancelled, a warning light being incorporated in the control.

Externally, the Morris Minor is pleasant to regard — and easy to clean. Rabid vintage enthusiasts will not agree; but if you are going to have a modern-looking car at least let it look modern! The bumpers are substantial, the inbuilt lamps would have given a good beam if properly adjusted, at all events undipped (there is a good foot dipper) and the luggage boot has a light lift-up lid incorporating a reflector and illuminated number plate and the roomy interior, with spare wheel and tool-kit stowed separately, evoked surprised exclamations of praise. The fuel filler snaps shut a bit shakily and is rather small and the tank only holds five gallons; twin screen wipers work really effectively, controlled from a button on the windscreen sill. In rain worse than torrential a drop or two of water came in, and the screen misted badly even with the “Airflow” heater switched on.

Then there is the economy of this Minor in relation to its average speed propensities, a factor which will continue to be of first priority for many until “peace time” returns. Checked over 360 miles of abnormally hard driving the consumption was better then 36 m.p.g., and over a total of 600 miles approximately 37 1/2 m.p.g. In that distance about a 1/2 pint of water was added, no oil was needed, and nothing went wrong, except that the near-side “trafficator” got a bit tired. The engine started as briskly as ever on a cold, damp morning, quickly warming to its task and only occasional muffled pinking was evident on “Pool.”

To conclude, the new Morris Minor is a thoroughly attractive little motor car and a credit to its makers. It handles as few cars, large or small, do, and to our appreciation of such enjoyable controllability we would couple warm praise for Alec Issigonis — not unknown in motor racing circles! — who designed the chassis. Some months back we said, in connection with a certain Continental small car: “Many of the cars the motoring journalist tries he soon forgets, some live for long in his memory, a few, very few, he would like to have as his own.” That sentiment applies even more definitely in the case of this Morris Minor — in spite of its modest price. — W. B.

The Morris Minor Saloon
Engine: Four cylinders, 57 by 90 mm.(918.6 c.c.) R.A.C.-h.p., 8: 27 b.h.p. at 4,400 r.p.m. 6.6-to-1 compression ratio.
Gear Ratios: 1st, 17.99; 2nd, 10.48; 3rd, 7.01; top, 4.55 to 1.
Tyres: 5.00 by 14 Dunlop E.L.P. on bolt-on steel disc wheels.
Weight: 15 1/2 cwt. dry.
Steering Ratio: Just over 2 1/2 turns lock to lock.
Fuel capacity: Five gallons (range approximately 190 miles).
Wheelbase: 7 ft. 2 in.
Track: 4 ft. 21/2 in.
Overall Dimensions: 12 ft. 4 in. by 5 ft. 1 in. by 5 ft.
Makers: Morris Motors, Ltd., Cowley, Oxford, England.