_ : AUTUMN 2005
rte= ^' - - _ ! s
Register Topics, Morris 18 Memories
Morris , Wireless, and P.A.
Family Album, The Other Family Album
Norman Bashford's Workhorse, D.V.L.A.,
Tips for Morris 10 Owners, Letters
Autumn 2005 Vol. 18 No. 3 of the MORRIS REGISTER
Ian Jenner of New Zealand draws our attention to a letter
in the magazine of the Vintage Car Club of New Zealand.
The writer, John Gibbs, describes a Morris 25 of 1934
which has been in his family since his grandfather bought
it in 1935. He would like to hear from any other owner of
this model. (e-mail: firstname.lastname@example.org) .............................
said to be
V.C.C. of N.Z.J.
- 15KM -7
One time member of the Morris Register, Hugh
Baker, once owned a Series II Morris 12/4, registered 41
CMA.797, which he sold to someone in Wales. He has 40
some documents pertaining to the car which he would be
pleased to give to the present owner. (Mr. Baker can be 30
contacted at 29 Black Griffin Lane, Canterbury) ................ - -25 — 20
.......... Bev Hicks writes to remind us that the Vintage MG
Yearbook 2004 is now available for £10.95 including -- 20
postage (£12.95 overseas). This latest version of the
annual publication has 48 pages and celebrates 80 years — IS
of the MG. This yearbook is obtainable from Bev Hicks at
Hawthorn Cottage, Church Road, Eardisley, Nt
Herefordshire, HR3 6NN. Cheques should be made TPT.MPES
TO OEM , X
payable to "MGCC-VR" ................................ According to .1 O ; OUSE
the Museums of Essex Newsletter, the National Postal — • —
Museum was closed in 1998 and the collection,
representing the history of the British Post Office, was Inner Outer Complete Calculator
put into storage in three main stores. The vehicle store, Instructions: To find your average speed, slide centre until the
with over 35 vehicles, was kept in a former Parcel Force time corresponds with the distance travelled. The arrow will then
depot. After much negotiation with Royal Mail a site for a point to the average miles per hour.
new store was finally agreed in 2003. The new premises,
at Loughton, Essex, were originally intended as a new
sorting office but never used. It would now appear that
there will be an open day on the 1 7 September 2005.
For more information, contact Libby Buckley of the Postal
Heritage Trust. Telephone: 020 7239 2561 .......................
............... Geoff Creese has come up with the complete
answer to the puzzling Stewart & Ardern calculator
ill ustrated in part in the Spring 2004 issue, page 165.
Geoff provides us with illustrations of the separate parts
that go to make up an average speed calculator. .............
. . One of the interesting Morris vehicles to be sold at
auction last year was a 1928 Morris Oxford % Coupe,
registered W.8684. Once owned by Morris Register 1928 Oxford Coupe seen here at Stanford Hall M.R. Rally, in
member Terry Hayward, the estimate at the B.C.A. 1975, when owned by Terry Hayward.
Classic & Historic Auction was £9,000 to £1 0,000 ........... 33
My favourite was a 1937 Morris 18 because it was ideal
for hide and seek, off ground touch (along the runner
boards, toes on hub caps and finally along the bumper
edges) and family picnics up the Sugarloaf or perhaps to
Raglan or White Castle!
I recall going into Abergavenny to the local bughouse to
see The Guns of Navarone' in the '18', of course on the
journey home the Morris had turned into a German Staff
car and on later ventures out, Tisstie tossties (pine
cones) were used as grenades to pelt at the
unsuspecting local inhabitants! We used to stand on the
front and back seats, hang out of the roof and aim our
explosive devices with great accuracy. By the time the
locals turned round to see what was happening the
rector's chariot was disappearing around the corner!
The Morris looked right, imposing and powerful, which
ever angle you chose, the car looked in the correct
proportion. The massive art deco speedometer and the
sunrise pattern in the leather held the attention of us little
Morris 18 Memories people!
By Tim James
During the sixties, as for nearly everyone I knew, money
was short. My father, being amongst the clergy, would
secure holidays for our family by swapping houses and
church services with other ministers. This agreement was
simple, dad would cover their commitments and they, in
turn would cover his.
We regularly swapped our Swansea home for Harrogate,
Exeter and Croydon but my personal favourite of all was
Abergavenny, the very rural Llanddewi Skirrid to be
exact. I think that the parishioners would pass their old
cars to the local rector, who with great mechanical skills
and a direct line to the 'Great Mechanic in the Sky'
suspect, would extend the life of these engineering
masterpieces. Anyway, this is where my passion for real
cars was born. This Series II 18/6 should prove a very interesting version when
the restoration of the Australian bodied tourer is complete.
Such vehicles as a bevy of 1950's Alvis Grey Ladies, a (Photo: Graham Smith),
1930's Standard Little 9, a 1950's Ford Popular, a 1930's
Morris Minor Tourer, a 1960's Bedford Minibus were I first wrote to the Register in Autumn 1969 at the tender
parked under the trees and in the stables awaiting their age of 14, expressing my wish to own that Morris one
turn to be used, and of course, played in! day. Two generous members of the MR sent me money
A Series II 18/6 saloon decorated for a Royal occasion. Note the to help in the quest, a lady from Middlesex sent me ten
initials "ER" in anticipation of the coronation of Edward VIII, that shillings and a gentleman with two Morrises and a Bean
never took place; he abdicated on December 10 `h 1936 after a reign Tourer sent me a pound note and adding this princely
of 325 days. This would date this photograph some time after
sum to my modest paper round wages, I was on my way!
January 20 th 1936 when George V died. (Photo: Ian Shinnie).
I' d like to say a big 'thank you' to those two
kind people (and hope they are reading
this!). Having recently disclosed this
information to Harry he somehow
managed to track down the magazine in
which my letter had appeared and this has
prompted me to pick up my pen once
Last November, some thirty-six years later,
I purchased a 1937 Morris 18 and the
pleasure and nostalgia I find in using it is
almost ove rw helming. At last the paper
round can stop! The 'new' Morris has
helped jog my memory and allowed me to
recall long forgotten details of the old car,
events and memories of those halcyon
holidays, I suppose a short lifetime ago.
Another such adventure we went on with
the Morris was to the then Montague
Motor Museum in August 1969, to a Morris
Register Rally where I saw so many vehicles of the I believe the actual Morris from Abergavenny was
1920's and 1930's. We camped in those days VJ.9719, dark green, but sadly I have been unable to
somewhere in the New Forest, in a huge old army tent locate it. It was sold in the eighties, I think to someone in
that smelled of stale grass! Again Harry came up trumps the Newport area of Wales. The MR and DVL have no
and sent me an entry list of the vehicles at that meeting!! idea what happened o it and all people connected with it
How well organised does he get? are now with the great mechanic himself!! Harry has
My Morris is YJ.5093, a black monster which now fills my informed me of these other details:
garage. Even the smell inside the car takes me back to Chassis: S2/ES 47 45.
those happy and carefree days. It is in great condition Engine: 6173.
and has been used for filming for the past few years. It I often wonder if it survived.
has appeared in numerous films, normally as a police Now all that's left is for me to attend a MR rally and I look
car, but it has been a government taxi and sometimes forward to this immensely! A special thank you to my two
even a baddy's car! Now it has retired into my ownership earlier mentioned sponsors and also to Harry Edwards
and will get all the care and treatment it needs to for his commitment to the Register and its members.
MORRIS, WIRELESS, AND P.A. By HARRY EDWARDS
In the early 1920's Wireless (the word "Radio" was not
yet generally used) was beginning to interest almost
everyone, the Editor of The Morris Owner at the time
found that of the fifty motorist readers contacted, the
majority were interested. There were those with a
technical turn of mind who began to construct their own
receivers in order to hear the broadcasts from the early
stations such as Marconi's "2LO" from Marconi House in
The Strand, Metropolitan Vickers station "2ZY" from
Manchester and from Western Electric's "2WP" at
Oswaldestre House, Norfolk Street, London. Stations,
which were soon to be merged to become the British
Complete receivers would soon be on the market as well
as kits of components to build your own. Marconi Co. of Travelling Wireless station constructed for the Metropolitan
Chelmsford offered the first home receiving sets in 1922; Police, based on a Crossley chassis. Its 3-valve Transmitter set
had a range of 50 miles. The 7-valve receiving set, also fitted,
these were single valve sets in preparation for the start of allowed the operator to listen over a range of 105 miles.
regular broadcasts by the B.B.C. in the autumn.
Magazine publishers were quick off the mark with weekly was not immune from the enthusiasm, for in the
publications such as the "Popular Wireless Weekly" in November 1924 issue Miles Thomas describes, complete
1922. The daily press was not to be left out, exemplified with circuit diagram, his four-valve receiver that he had
by the now defunct Chronicle that provided complete built into a writing desk. These receivers invariably had
details, shopping list and full size blueprint of the base straight T.R.F. (Tuned Radio Frequency) circuits made
board for their "Chronicle Family Two", a two valve T.R.F. more sensitive by use of a reaction or feedback control.
receiver as the name suggests. Even "The Morris Owner"
The more sophisticated super-heterodyne had yet to
1922 Damler with the D.F. Frame Aerial on the roof. The vehicle is come. Meanwhile a Cossor "Melodymaker" was a
taking part in a procession but when and where is not known. desirable receiver to have, complete with 120-volt dry
H.T. battery, grid-bias 9-volt battery and the small glass
2-volt accumulator for the valve filaments. A regular trip
to the local garage with the latter, to have it charged, was
the normal routine for a younger member of the family.
Involvement of the motor vehicle with the various aspects
of wireless, both receiving and transmitting, was
inevitable for both the professional and the amateur radio
operator, or "ham" as they became known. The police
were experimenting with radio (a term becoming used
more and more) and to this end a Crossley van was
specially constructed with a collapsible aerial array on
the roof. The use of this vehicle in conjunction with a
three-valve transmitter gave the police a range of fifty
miles. The British Army with a Morris Commercial 0-type
six-wheeler used a similar arrangement, known
colloquially as the "Gin Palace".
Worcester who used a Morris Oxford Saloon of 1926 to
carry the gear while towing a two-wheel trailer with the
loud speaker mounted on its roof. One firm, who found
the small Morris 5-cwt vans ideal for the purpose of hiring
P.A. equipment, was Samson & Copps who were located
at 34 London Road, Twickenham and of 3 The Broadway
at St. Margaret's on Thames. The earlier vehicle they
Morris Commercial D-type six-wheeler "Gin Palace" Radio Vehicle.
Note the folding aerial on the roof. The quaint vehicle on the right
is a Martel two-man tankettte made by Morris Commercial. The
detailed story of the latter appeared in The Journal, Spring 1972.
Vol 6. No. 5.
Morris Minor 5 cwt van of 1934 used by All India Radio to catch
unlicensed Radio users.
_____ with two large speakers mounted on the reinforced roof.
Subsequent equipment comprised a two-wheel trailer
towed by a later side-valve Minor 5-cwt van (AMD. 197) of
1933. This too had large public address loud speakers on
Owner of a 1925 Morris Cowley tourer involved in direction finding
the roof. The trailers, of which there were at least two,
competition. In addition to the directional frame aerial the radio
and the "Amp/ion" portable loudspeaker is shown here. The latter were obviously designed with some thought, as the side
has space for the fold-up tripod during transit. windows had been included to allow the commentator to
A popular pastime for the various radio societies see and comment on the activities at the event.
throughout the country was to hold direction-finding Gordon Stewart (the "Stewart" of the Morris main dealer
competitions. A transmitter was located in a field site and in London, Stewart & Ardern Ltd.) had a charitable
members would carry portable receiving sets in their cars motive in mind when he made use of his coachbuilding
or on their motorcycles and attempt to locate the facilities to construct a fleet of special Series II Morris 10-
transmitter by use of a directional frame aerial. More cwt vans for his Coronation Year Children's Safety
serious application of the technique was used in later Crusade in late 1936.The decoration on the sides of the
years by the G.P.O. with their Morris detector vans. vans depicted the Pied Piper leading the children to the
Into the 1930's the military were using small vehicles as
radio cars, such as the Morris Minor and Austin Seven.
However, this aspect has been covered in detail in The
Journal for Autumn 2004
For the motorcar, another allied use was the P.A., or
public address system. And Morris vehicles appear to
have been well utilized in this area. Quite early on one
such example was Mr. H. A. Bullock of Barbourns Road,
Note the substantial radio aerial used by Radio Ham R. Horsnall.
The Morris Cowley is circa 1926 and the location is Galleywood
The Government of the day contributed £5,000 towards
the expenses of this Crusade which was to make full use
of means and devices that appeal to eye and ear and
which was to cover every city, town and village in the
country. Films, gramophone records, verses, puzzles,
painting books, and games, were all used to spread the
word. Children were asked to make the promise "I
promise to do my best to obey the rules of safety when I
am on the roads, when I am at home, when I am at work
This trio are also in a direction-finding competition, this one and play, and to try and help others to do the same".
organised by the Golders Green and Hendon Radio Society. A
portable transmitter in a farmyard near Elstree sent out signals on Lord Nuffield promised to double any individual
a wavelength of 150 metres. The vehicle is a Morris Cowley circa subscription to the Crusade made in this country over the
1923. first week of the effort.
;:l • r
, r,RaDUPUE RP
The C.D.E. Acccumulator Service in South-West
Mr. Bullock's Oxford Saloon of 1926 and trailer.
London used this 1936 Morris 8 van.
(Photo: P. Robins)
As part of the Campaign, the B.B.C.'s Uncle
Peter of Children's Hour (C.E.Hodges) helped
Gordon Stewart to produce a safety film "Alert
Today, Alive Tomorrow" which was said to
have been viewed by 6 million people in the
A song, to the tune of the World War I
soldier's song "Pack up your troubles" went:
" Mind what you're doing,
When you cross the road,
Just stop.....look ..... think.
Folks who are sensible
And play the game
From rash conduct shrink.
What's the use of scurrying?
Above: A.E. Groves of St. Albans Road, Watford provided the To land on dangers brink?
O.H.V. Minor Saloon with loud speakers for this procession. The
SO mind what you're doing
following lorry is a Morris Commercial 25 cwt (EUR.223) of 1939.
(Photo: May Hemmings). When you cross the road,
One of Gordon Stewart's Coronation Year Children's Safety And stop...look.... think!
Crusade vans. A Series 11 Morris 10 cwt.
In addition to the fleet of Series 11 10 cwt Morris vans, six
larger 15 cwt Morris Commercial vans were similarly
equipped with P.A. equipment and carrying the same
Pied Piper livery.
Below: One of Sansom & Capps' Minor loudspeaker vans. This
would appear to be a s. v. 5 cwt van of 1932, registered HX.8736.
(Photo: R. G. Newman).
Left: George Adcock's Morris 8 van in P.A. guise. A 24 volt
generator powered by two 12 volt batteries provided the power to
produce the 240 volts needed for this equipment. On the left can
be seen the tripod microphone stand and amplifier with disc
player on top of the box. When not used fro Public Address work
the Tannoy top was removed and the van used for deliverywork.
Sansom & Capps' public address
ensemble. At least two of these
purpose made trailers were used.
The towing van is a 1933 side valve
Minor van registered AMD.197.
(Photo: R. G. Newman).
Another of the Sansom & Capps'
P.A. trailers, shown here set up for
use in a spo rts event.
(Photo: R. G. Newman).
With the roof well re-in forced to
carry the weight of the dual
loudspeakers, this Morris 8 cwt van
is yet another that found favour with
small radio shops. The registration
number MU.9974 would indicate that
Stewart & Ardern supplied the van
(Photo: Pat & Pete Weale).
o.h.c. Minor four
Sent In by
M. Dixon of Leeds.
'- -- - -.
. ,-.-e .-'
- -- '-,-
Centre: CYX.96 a Series II Morris
11 making use of the cleaning process
at the South London Motors Ltd.
service station in Streatham in 1936.
(Photo: Meccano Magazine).
Malcolm Nash (who
Supplied the photograph)
shown in 1947 as a child.
The family car was a 1934
Model Minor s. v. Coupe
Original price new would
have been £170.
Photo supplied by Tony Tomalin. The passenger is his
grandma T. G. Tomalin.
XP.4439, circa October 1923 London County Council
Rover 8. Horizontally-Opposed twin. Air Cooled.
Some 17,000 of these were sold in 1920 to 1925.
Electric starters were not optional until 1923. One of the
most successful post W. W.1 machines.
The driver is Herbert Gibbs.
The boy is John V V'-'ac'u!l. ^ ^ Hsu ^ 1-a.
Peake and the r.
woman in the
passenger's seat is
him mother Winnie.
The other person, the =
car and location
(probably Essex) are
unknown. Winnie was "
Ken Martin's L
grandmother. C1934. : —_
I have had this 1932 side-valve Morris Minor since 1946.
When explained to Michael Thomas (Morris Register
P.R.O.) that I had altered the body and was undecided
whether to put it back to original, and sent him a couple
of photographs, he suggested it be kept as converted. I
am now pleased that he persuaded me to keep it as a
working car. It has been quite difficult to get used to the
small controls, particularly the accelerator being in the
centre of the other pedals. A strange feeling driving it March 1983 when the Bashfords were moving farms. It would be
again for the first time since 1959. another 20 years before the Minor was restored.
I ran an Agricultural contracting
business until 1958, when the car was
put away in the barn, along with
general tools etc, It had carried
hundreds of gallons of kerosene to
the tractor in 5-gallIon drums,
sometimes across ploughed fields. I
had trouble with the spokes coming
loose and to my shame I fitted disc
wheels. When we were travelling
some distance from home we would
hitch the car on a pair of jockey
wheels behind the tackle, as shown in
the photograph, I even fitted a draw
bar which I have retained.
The Minor is mechanically original,
even to the brake cables around the
pulleys. Of course I have put the
wheels back to the spoked type and I
have enjoyed doing the rebuild.
I could write more as so many memories are revived. We
toured the whole of Wales several times and the Minor
never let us down.
All the ash frame came off the farm and you can see on
the photograph the "peasant" method of making the rear
wings. I am afraid the photo of the car behind the tackle
is not very clear — it was the tractor etc that I was
interested in when I took the photograph — the car didn't
matter at that time. How times change!!
Norman Bashford's Leicestershire registered
further Driving Licence Directive under discussion. (One
DVLA item being proposed is an increase in the basic towing
weight entitlements). Therefore any comments that I
Sandy Hamilton have made are qualified by the fact that they reflect the
Some recent enquiries have been about driving licence position administered at the present time by DVLA and
entitlements for those drivers renewing their 'lifetime' under legislation agreed to and/or promulgated by our
li cences at age of 70 (and at three year periods national parliament.
thereafter) where the relevant driving test was passed (With acknowledgements to the Federation of British
prior to 1 January 1997. New legislation was enacted in Historic Vehicle Clubs).
1966 altering the basic licence categories, requiring
additional tests for new drivers from 1 January 1997 who
were seeking categories other than that covered by "B" Tips for Morris 10
(the basic car test) and imposing extra rules. Full details
of the requirements are carried in form D100 available
from local licensing offices and larger Post Offices.
One change imposed a weight restriction for trailer In the early 1950's The Nuffield Corporation published a
entitlements; for category B a trailer no heavier than magazine "Motoring". (This was the successor to the
750kg or not exceeding the weight of the towing vehicle "Morris Owner"), within its pages under the heading of
and not exceeding 3,500kg in combination. Any other Information Service were the answers to many of the
towing requirement can only be granted following questions our members ask today. Here are a selection
passing of an additional test. As the B licence acts as the of interest to Morris Ten owners.
provisional licence for the B and E categories, holders of
the B only entitlement can tow a trailer of a larger size
I notice that your service is very helpful to the owners of
but must be accompanied by a suitable qualified driver.
rather older models, and so I think that you may be able
(For clarity, I have simplified the descrpton and strongly
to save me a great deal of time and work. The model is a
recommend that you read the relevant forms for the
1934 Morris Ten, and I am fairly certain that the clutch
precise terms and their meaning.) Existing drivers were
thrust ball race needs replacing, and being a skilled fitter
entitled to retain their existing entitlements to tow trailers
I do not hesitate to do the job, but would like to know
until their licence expired (vehicle and trailer up to 8.25
before starting whether to remove the engine, which I
cannot do single-handed, or if this ball race can be
At the time we were given assurance that although
removed by working from the gearbox end.
driving licences technically expired at age 70, all existing
rights from pre-1997 passes would be grandfathered' To fit a replacement clutch race it is not necessary to
and would not be withdrawn. That is in fact the case remove the engine from the car, and it is suggested that
although as with many regulations the devil is in the when carrying out the work the following procedure is
detail. If a 70 year old applicant completes application adopted.
form Dl then it will be renewed but with only the basic First of all disconnect the rear propeller shaft coupling by
current categories; however, if an explanatory letter is removing the nuts attaching the rear universal fork to the
submitted together with a duly completed form 04 all the fabric disc, taking care not to lose the series of spacing
former categories can be retained. This form D4 is a washers between the fork arms and the centring spider
medical certificate that can only be completed by your and the fabric disc.
doctor who is entitled to charge(and most certainly will) a Disconnect the front propeller shaft coupling by removing
fee. This procedure will be required every three years. If the nuts attaching the propeller shaft universal fork to the
you fall into the 70-plus age bracket and have received a fabric disc. This will enable the rear end of the propeller
renewal licence with truncated categories, all is not lost. shaft to drop clear of the rear fork, and the propeller shaft
You can re-submit your application with a letter of to be drawn rear-wards sufficiently to give the necessary
explanation, form D4 and form D2. clearance for gearbox removal.
To date I have not been able to see a copy of this latter Remove the positive cable from the battery terminal and
form but completion of it should enable categories that insulate its end to prevent the possibility of a short circuit.
were removed and reinstate the entitlements that were The starter cable should be disconnected from the starter
permitted under the grandfather provisions. Why have I terminals and the three starter fixing bolts extracted .
dwelt on this topic? Historic vehicle enthusiasts enjoy This will permit the starter to be withdrawn from its
motor sport, boating and caravanning and frequently tow housing.
trailers. Many favoured towing outfits are large 4x4 Now remove the gearbox cover and gear lever. Cover
combinations where the towing vehicle exceeds two the top of the gearbox with any temporary sheet-metal
tonnes; add a large twin axle caravan or racing car plus cover to prevent any foreign matter finding its way into
trailer and the combined weight will be In excess of the the gears.
basic 3,500kg entitlement. As those users have many The two nuts attaching the hand brake quadrant to the
years of towing experience it would be unduly harsh to gearbox should be removed. Withdraw the quadrant.
disregard this and require them to pass a mandatory test Disconnect the brake lever from the pull rod by removing
just because they have reached the age of 70. (The EU the clevis pin passing through the fork, and remove the
does not yet impose a universal mandatory age-related split pin passing through the hand brake lever stud, thus
renewal.) This argument was accepted by our authorities enabling the hand brake lever to be withdrawn.
hence the grandfather provisions. Detach the speedometer cable from the gearbox, and
Previous newsletters this year have included reports on remove the split pin locating the clutch pedal on the
European legislation and these indicate that there is a 43
clutch pedal stud. Withdraw the clutch pedal and Oil Leakage
connecting link from their respective studs. I have a Morris Ten Series Ill and oil is leaking between
Withdraw the bolts attaching the clutch housing to the the steering gearbox and the shaft to which the steering
flywheel housing, not forgetting the bolt on the forward drop-arm is connected. Would you advise me if an oil
face of the flywheel housing, which screws into the seal is fitted to prevent such leakage; if so, where, and is
starter housing. This will enable you to withdraw the it a difficult job to fit a replacement?
gearbox and clutch housing rear-wards, at the same time
There is a cork seal fitted on the steering box rocker-
rotating the clutch withdrawal lever in an anti-clockwise
shaft to prevent leakage of the small quantity of oil which
direction to enable it to clear the thrust race.
will normally work along inside the bush. The seal will be
When replacing the gearbox, care must be taken to see
discovered when the drop-arm has been removed and
that the clutch withdrawal lever is pushed well down so
the seal-retaining washer extracted from the face of the
as to clear the thrust race and engage the thrust face
when allowed to rise with the clutch housing in position.
The seal should be renewed, and if the steering gearbox
With the gearbox removed you should then have no
is otherwise in good condition the leakage will be
difficulty in unscrewing the thrust race nut with the aid of
eliminated. Should there be excessive lift In the rocker-
a suitable "C" spanner, which would afterwards enable
shaft due to wear in the bush, the seal will not be able to
you to withdraw the thrust race with the aid of a suitable
cope with the oil, which may then pass along the shaft,
and a new bush will be required.
The new thrust race can then be fitted, and reassembly
The movement of the steering rocker-arm to and fro
would take place in the reverse order of that of
assists oil to find its way to the cork seal and its presence
in the bush is necessary to provide lubrication.
A very slight quantity of oil
leaking past the cork is
Boot Lid Removal
In the course of building a
stone wall I have been doing
most of the transport, with the
result that the luggage boot lid
of my Morris Series "M" Ten
has become damaged.
Fortunately I have obtained
another lid, but have not so far
been successful in removing
the old one. It appeared quite a
simple job, but after undoing
the hinges, "wangle" as I will,
the extension piece at each
Oil on Brakes side will not clear the opening and free the lid. Can you
I own one of the once so popular 1935 Morris Tens. help please?
Though I am about the fourth owner it is a most reliable
The trunk boot lid can only be removed by sliding it into
old car and I shall keep it until my ship comes home,
the spare wheel compartment after the boot floor and
enabling me to buy a latest model. Off and on I have had
rear seat squab have been dismantled.
trouble with oil leakage into the rear brake-drums. Is
After taking out the spare wheel, the boot floor (which is
there a permanent cure?
in two sections) can be released by undoing the six
Oil leakage into the brake-rums on this model can counter-sunk-headed fixing screws to be found
certainly be rectified, by installing felt and retainer i mmediately behind the rear seat squab reinforcement,
assemblies. Part No. 66546, to each axle casing-inner together with eight screws that are fitted with plain and
tube. spring washers. These eight screws are located just
If you are reasonably handy you could, no doubt, do the inside the boot opening, and the nuts and spring washers
job yourself. It is necessary first of all to detach the rear are reached through the opening of the spare wheel
floorboard and remove the axle shafts and then the compartment. It is a good plan to remove the spring clip
differential assembly complete with front cover, after for the spare wheel where this is detachable.
unbolting the propeller shaft at the rear end and The boot lid is detached by undoing the four screws in
unscrewing the necessary nuts. each hinge and folding the hinges against the lid. The lid
Before introducing the oil retainers the axle casing should handle and escutcheon plate must also be removed. Do
be cleaned and any burrs on the inside smoothed out not overlook the screw which is into the handle inside.
with a file. Damage to pain twork can be avoided with the aid of an
Fit the retainer to the tube as shown in the accompanying assistant who would help to slide the lid carefully into the
ill ustration — with the felts in both instances inwards, i.e. spare wheel compartment. It must be raised at the rear
towards the centre — tapping them gently into position. To end to clear the remaining spare wheel bracket and
secure, peen over slightly. This will prevent displacement turned sideways so that it can be withdrawn.
when reintroducing the axle shafts.
Damper Check It is unlikely that the operating lever will be broken, but
save just fitted new rear springs to my 1939 Morris Ten the plate which is riveted to the bolt may have fractured.
and have been told there is no need to fit new shock This plate is turned over at each end and operating
absorbers. Is this correct? levers engage. The inner handle operates on the rear lip,
while the outer handle operates against the front one. To
The need for renewing the spring dampers must, of
confirm that this is the trouble it will be necessary for the
course, be decided after checking them. They are an
lock to be removed from the door completely and
essential part of the suspension and must be in good
dismantled. This may be done fairly simply once the
order. An indication of damper resistance can be
inner trim pad has been removed.
obtained by making the following check.
The outer handle will pull out when the two securing
Remove the dampers from the chassis. Place them in a
screws are undone and the screw on the inside of the
vice, holding by the fixing lugs. This is necessary in order
handle shank is removed. Before the lock can be
to avoid distortion of the cylinder body. Now move the
withdrawn the forward window channel must be moved to
lever arm up and down through its complete stroke.
give the required clearance.
Moderate resistance should be felt all the way in either
The top securing screw should be slackened and the
direction. Should the resistance be erratic or free
bottom one removed. With the window raised to the top
movement occur, lack of fluid is indicated, or there may
li mit the channel may then swing clear to give enough
be air in front of the pistons. If it is discovered that the
room for the lock to be withdrawn.
addition of fluid gives no improvement, a replacement
damper should be fitted. Speedometer Removal
In the event of too much resistance being experienced, The speedometer has gone wrong on my Morris Series II
i. e. if it is not possible to move the lever arm slowly by Ten, also the clock has been out of action for some time.
hand, a broken internal part or seized pistons is It looks rather a tricky job to get them out to send to the
suggested and the damper must be renewed. makers. Please could you help?
When topping up with fluid it is absolutely essential to
Removing the clock and speedometer will not be found
avoid any particle of foreign matter finding its way into
difficult if these simple recommendations are followed:
the damper. This cannot be emphasised too strongly.
Disconnect the battery. Take off the dash mounting
Before taking out the filter plug at the top of the damper it
board by unscrewing the chromium-plated bolts locating
must be cleansed thoroughly. The fluid level must be
it to the cage nut on the bottom of the glove boxes.
brought up to within three-eighths of an inch of the top
Uncouple the oil gauge pipe and speedometer cable by
slackening the clips fixing it to the scuttle dash.
Where dampers are removed from the car for this
Slacken the four square-headed screws with tommy-bar
attention they must be kept upright, otherwise air may
holes, fixing the instrument panel assembly to the dash
enter the operating chamber and result in free movement
bracket. This will allow the instrument panel to be
of the arm.
withdrawn as far as the cable permits.
Timing Chain Wear
It is best to remove the clock first, then the speedometer
I have found it necessary to fit two replacement timing
can be taken out by undoing the three locating nuts,
chains to my Morris Ten Series III in a little over 20,000
pulling the head clear of the studs and lifting upward and
miles. The cause for wear has been attributed by my
outward to clear the speedometer needle from the dial.
local repairer to poor lubrication. Since timing chains are
difficult to obtain I wonder if you could advise me whether Pulling Brakes
it s possible to improve the lubrication and thus increase My 1935 Morris Ten-Four has recently developed a
the anticipated life. I gather an alteration has been made tendency to pull over to the centre of the road when the
and, since the car is othe rwise proving a most faithful foot brake is applied. I have examined the brake shoes
servant, particulars would be very welcome. and found them to be in good condition. The wheel
cylinders are all working satisfactorily and the brakes
Timing chain lubrication may be increased by introducing
have been bled and correctly adjusted. The tyres are
a groove 1/16 inch wide and 1/16 inch deep across the
showing approximately even wear and steering joints are
face of the camshaft front bearing from the main feed
in serviceable condition, while the spring U-bolts have
hole to the forward end. It is important that the groove is
been correctly tightened and adjusted. Could you assist
not extended down the bearing thrust face. The camshaft
me to rectify the complaint mentioned — it has developed
will need removing for the oilway to be formed, and it
quite recently and I should appreciate suggestions.
may be cut by the use of a hacksaw blade. Additionally,
to guide the flow of oil to the chain via the duct formed in Since a very careful check has been made on steering
the chain socket, a deflecting plate, Part No. X22291, joints, brake drums, shoes etc., it seem possible that
may be fitted. This plate will be secured by the sprocket brake fluid is not reaching the near-side front wheel
bolt and fits behind the existing washer. cylinder at full pressure due to some restriction in the
flexible rubber pipe from the chassis to the brake back
plate. After many years of service, during which time the
Some trouble has developed in the driver's door lock of
car may have been laid up for a considerable period, the
my Series "M" Morris Ten-Four. The bolt of the lock will
flexible pipe may have swollen or become chocked with
operate when the outside handle is turned. There is no
perished rubber, thus restricting the pressure of fluid.
movement of the bolt when the inside door handle is
This would mean that the pressure exerted on the shoes
turned. To open the door from the inside I have to wind
of the off-side drum would be greater than that on the
down the window on each occasion, put out my hand and
near-side drum and consequently there will be a
turn the outside handle. What would cause this? Is the
tendency for the brakes to pull towards the centre of the
inner door handle operating lever broken?
To rectify this it will become necessary to fit a new
flexible pipe, and since the flexible pipe on the off-side
If the engine is started with headlamps on, the ammeter
flicks over to "charge" as soon as the engine is
will have seen similar service under the same conditions, accelerated to the normal "cutting-in" speed. The same
it would be advisable to replace both pipes at the same applies if the three-position switch is at sidelamps" or
ti me. After the pipes have been replaced it will be "off" positions when starting. What is the cause of this
necessary to bleed the brakes, making sure all the air in peculiar behaviour and how can it be remedied?
the system is expelled.
What is the cause of this The symptoms that you
Banging in the Silencer describe suggest that the dynamo is not supplying a full
After 12,000 miles t have had my Morris Ten engine charge to the battery when the lighting circuit imposes its
decarbonised again, and the carburettor and distributor full load. In view of this the battery is probably in a low
have been cleaned and reset. Now I find that on the state. The trouble may arise as a result of several
over-run, particularly downhill, there is occasionally a possibilities. It may merely amount to the need of
loud bang that come from the exhaust pipe. Please will adjustment so that the dynamo belt is in proper tension,
you tell me what you think is the cause of the explosion thus avoiding the tendency to slip.
and how it can be cured? l must say that the engine Your comment that, by quickly raising the engine speed
seems to run quite well since the decarbonisation in all and switching on the headlamps, normal lighting is
other respects. restored suggests that it is a matter of getting the
dynamo to move quickly for its impetus to overcome the
Presumably attention was given to the engine valves
increased load. Similarly, when you start with the
while the cylinder head was off, as it is most important
headlamps on, it has opportunity to deal with the load
that they make a gastight seal when all the carbon
while the speed is raised gradually. It is switching in the
deposit has been removed. The valves should be
load suddenly, when the dynamo is moving at moderate
carefully ground in with carborundum paste in order to
speed, that induces the slip.
make a proper seal; if necessary, both the valves and
As a first step, the dynamo belt and its adjustment should
valve seats should be resurfaced with a grindstone. The
be examined. Has some unsuitable or improvised belt
tappets should also be set to the correct clearance to
been fitted? An inadequate belt of this kind will fit too
ensure that the valves open and close properly during
deeply into the puller and slip in spite of full adjustment,
tending to dive on the rot instead of the flanges of the
An excessively weak mixture causing incomplete
pulley groove. The right sort of belt may be fitted, of
combustion in the cylinder might be responsible for the
course, but in view of the car's age , mileage and
explosion in the exhaust, and it would be advisable to
possibly neglect of adjustment, the pulleys may be so
make certain that the throttle is closing properly, if
worn that slipping is inevitable. The answer must ten be
necessary retuning the carburettor for correct idling.
found in the fitting of another pulley and belt. At the same
Mixture weakness, in turn, may be due to air leaks, and
tie, in such circumstances the crankshaft and fan pulleys
care should be taken to be sure that the manifold is
should also be examined to see how they have fared, for
evenly tightened down, replacing the gasket with a new
their condition also influences the adjustment and drive.
one if there is any doubt as to its serviceability. It is also
Finally, a careful examination of the battery — its general
i mportant that the joints of the exhaust assembly and
condition as well as that of the electrolyte — to see if it
manifold are gastight, and any gaskets should be
has suffered as a result of these conditions would be
replaced if they are unserviceable.
The ignition timing should not be over-advanced, and the
plugs should be replaced if they have been in service for
I have recently purchased a Series lii Morris Ten from a
10,000 miles or more.
friend and it is really in excellent condition, but I am
If an external examination of the engine fails to show the
rather concerned about a grating noise from the clutch
cause of the trouble, then you would be well advised to
when the pedal is depressed.
consult your local Morris Dealer, when the valves, valve
Although the car is comparatively old it has not had a lot
guides, and valve timing should be examined.
of use, having been laid up for a considerable period of
Erratic Charging its life, and ! should appreciate any advice me regarding
Can you please help me with an electrical problem on my this matter.
recently acquired Series `M" Morris Ten (30,000 miles)?
With all vehicles of this type when a ball-bearing clutch
The defect becomes apparent only when the car is
thrust is employed this may be audible in operation to a
running at charging speed. With sidelamps and
slight extent and will be more pronounced after the car
headlamps "off" the charge rate is quite normal and
has been standing for some time and the oil has, in
remains so when the sidelamps are switched on, but
consequence, drained away.
when the headlamps are used the ammeter flicks to
As this car ha had long periods of inactivity this will have
about 15 amps discharge. Except that the rate of
occurred and condensation may have given rise to a
discharge is proportionally reduced by switching back to
certain amount of corrosion unless adequate garage
sidelamps and then to `off'; the ammeter continues to
ventilation was provided during those times.
If you are satisfied, however, that storage conditions
It is apparent that this state of affairs would continue
were satisfactory, it appears that you have no cause for
indefinitely under these conditions, but by declutching
concern, and with more regular running it is possible that
and accelerating, the ammeter flicks over to charge
the noise will diminish to a certain extent.
(accompanied by a sudden increase in light brilliance) as
the engine slows down, after which normal driving can be
resumed with a satisfactory charge rate.
L k Was there, during the 1930's, an embargo on release to
the public new model cars until after the Motor Show at
Olympia? Especially with regard to Morris cars,
My reason for asking is that I have seen a copy of the
0 I S October 1935 Show of The Motor", therein the review
article notes that the new Special Coupe models were
displayed on the Morris stand; a 12hp and 25hp
respectively. My own 12hp Special Coupe was registered
on 12 th October 1935 and the Motor Show ran from the
17 th to 26 th October.
Dear Sir, Clearly my car is an early example of the Series II 12/4,
Herewith details of a Morris Leon Bailee offered for sale carrying the chassis number S2/TW.S8937, engine
in France recently. number S2552, type 12/4.
Comparing my car with that owned by Mr. King of
Haywards Heath, a Series II 12/4 but registered in 1936,
MORRIS L BOLLEE I note some internal trim differences. Both cars are black
MLB with tan upholstery. The colour of the tan in my car is a
22 000 Euros
shade lighter, and the doors have a bottom trim panel
covered in Rexine simulated leather finish, matching the
$26 601 - "144 311 Francs)
door window trims. Whereas Mr. King's car has carpeted
lower panels matching the seat backs and floor carpets.
Also his car carries a chrome trim strip around the body
61301 roof line extending up to meet he over-door chrome
KM gutter strips while mine does not. I thought this was
missing but checking the 1935 parts book inserts for the
2200 cm' Special Coupe, printed in red, I note the chrome strip
Etat carrosserie was not listed. Careful viewing of the catalogue appears
Bon to support the suggestion that initially a chrome trim did
Son not exist.
Etat metanique Also my boot opening handle clashes with the spare
Don wheel cover whereas Mr. King's boot handle does not as
on it is located higher up the boot lid. I have made a 3/8"
Conduite wooden wheel spacer to overcome this problem but it
Conduite a drorte was not included in the Spare Parts List therefore it had
distances always been like it. Similarly I found the floor base is not
soon symmetrical when fitting new carpet, therefore indicating
Situation a considerable amount of hand build had been carried
Can you confirm from your records if my car is a Pre-
Production model or if there are any Morris records at
Gaydon which will advise its build history, as I know they
did not make many of these and only four 12hp models
seem to exist today.
I read your article again (Morris Register Journal, Winter Ian Thompson,
1990 — page 61) which was very interesting. I wonder Datchet,
why some of the models were produced in RH drive as Berkshire.
standard, perhaps for exporting to other places, I don't
think it would have gone down well with the French! Editor's note: You are basing your conclusions on some
The engine size is stated as 2.2 litre, does this equate incorrect assumptions. Prior to mid-1935 Morris, in
with 15.9hp for the standard MLB type? It is a very long common with other motor manufacturers, brought out the
car with the trunk (matte) and 2 spare wheels, and way new models for the following year at the London Motor
out of my pocket at 22,000 euros. Show. This practice meant that every year there was a
Yours etc., pronounced dip in the sales figures in the period before
Roy Hammond, the Show while the prospective new car purchaser
Xanton Chassenon, France awaited the Motor Show to see what would be new. The
management at Morris Motors Ltd. decided that to
(Editor's note: Left-hand-drive was general practice on smooth out the annual sales figures they would no longer
popular continental cars by 1929, but more expensive only bring out the new models at the Motor Show, but
models retained right-hand-drive well into the 1950's. No would introduce them whenever they desired and no
Bugatti had L.H.D., and Lancia's switch in 1956 was longer give these a model year but would create a
dictated only by the growing interest in American expo rts. 'Series" which would not be tied to a year. This is what
Early Springfield (American built) Rolls Royces 1921- happened around May 1935 when your Series II model
1923 were R.H.D. Sweden drove on the right-hand side was introduced. Certainly the Series 11 Morris models
until 1967,) 47
were shown at the Motor Show in October and certainly I enclose photographs of the Series II model which was
they were justified in calling the models the "new" Series sold during the war, about 1942, when my father was in
11, after all, they had only been introduced that year. the army.
As for noting the "nitty-gritty" of details shown in In 1955 I was working in the East Sussex County Council
contemporary catalogues and adverts, you should be Office for a short time, in the Licensing Dept, and at that
warned that many of the photos used therein were taken ti me the car existed in Sussex. I quite understand it is
using prototypes and the production models did not unlikely to still be on the road, but if by chance you have
necessarily have such specific details. any news of the vehicle, I would be most interested to
I take it that you make another assumption that your know. Yours etc.,
particular car is exactly as supplied? I wonder how many Mary Le Mesurier-Foster,
previous owners the car had and what modifications they Esher, Surrey.
made? Your particular car, chassis number Editor's note: BAP.850 does not figure in past or present
S W. S8937, has had two previous owners who were membership. I will record the details and should it
Members of the Morris Register (Mrs. Perkins, and a sudace_you will be informed.)
Malcolm Saunders) so it is anyone's guess how many
owners the car had before them.
The Series II Morris 10/4 and 12/4 shared the same
chassis number series. For the 10/4 they started at
S N.49341 and finished S2 N.108704. The Series 11
Twelve started one number on, that is S2/TW.49342 and
finished at S2 W.108659. You will note that this puts
your car well into the Series.
If you care to write to the British Motor Industry Heritage
Trust, Archive Department, Heritage Motor Centre,
Banbury Road, Gaydon, Waickshire, CV35 OBJ, they
can supply a production record certificate with data taken
from the original Morris factory production records which
they hold. There is of course, a charge for this service.)
We seek help please through the pages of The Journal Photo taken in Lindfield, Sussex, September 1939.
with the problem set out below.
Can any Member please advise us. Our problem is with
the rear hubs of a 1938 2-seater Morris 8. With the
castellated hub nuts fully hardened up the hubs can be
moved in and out by on one side 1/8 inch and on the
1/16 inch. Our queries are:-
(1) Should there be play at all?
(2) is so, how much?
(3) If not how do we eliminate it since there appears
to be no means of adjustment. Is it necessary to
make new bearing spacers?
We wil be ver grateful for answers to the above I
Yours etc., BAP.850 is an East Sussex registration of September 1937.
(Photos: Mary Le Mesurier-Foster).
R.N.L. and T.M.L. Welby,
Cover Photo: Morris Cowley Tourer of circa 1925, registered
M0.3415. In background is The Elephant Hotel and the location is
Taunton, Somerset. probably Reading. No doubt more knowledgeable Berkshire
(Editor's note: The following is an extract from the members can confirm or othe rw ise. (Photo: Eric Jackson).
October 1950 issue of "Motoring" which was the
successor to the Morris Owner magazine.
Some play has recently become apparent in the off-side
front hub of my Series "F" Morris Eight. Is it possible to
eliminate this by adjustment?
No adjustment is provided on the front hubs of this car,
and providing tat the castellated nut on the stub axle is
tight, any excessive play is an indication of wear in one
or both of the hub bearing races. Consequently it will
become necessary to replace the bearing race
This was my mother's Morris 8 four seater tourer,
registration BAP.850, and I am curious to know if the
vehicle is on your register