Country Life Dated June 20th 1947

The Morris Ten by J. Eason Gibson

The current version of the Morris 10 is basically the the same as the pre-war model, and the design, although very conventional, has been proved over a period of years in the hands of the general motoring public. Since this car was made primarily for the more popular market, the requirements of which do not include extremes of performance or luxury, it has been possible to build it more cheaply and better with a conventional and straightforward design than would be possible with with a more advanced lay-out, which might be of doubtful value to the majority of purchasers. As I have perviously suggested, before considering the purchase, or attempting the criticism, of any car, it is best to consider exactly what purpose the designer had in mind. The degree of success that is achieved must then be the basis of one's judgement. In many instances it will be found that the well-thought-out though conventional design will surpass the car that has had many modern features fitted, merely as selling points, without due thought and care.
The model embodies integral construction, in which the steel body and the chassis are one unit. This method of construction saves weight, and gives greater rigidity, weight for weight. The suspension is by semi-eliptic springs all round, assisted by piston-type hydraulic shock-absorbers. In addition, at the front a stabilising rod is fitted, to prevent undue sway on the corners.

The engine is four-cylinder, employing overhead valves, and gives a maximum output of 37 horsepower. Pains have been taken to avoid any heat or fumes entering the car, the combined air-cleaner and silencer also collects oil fumes from the valve cover, and there is a breather of sensible dimensions, discharging well below body level, to ventilate the crankcase. A double bulkhead between the engine and the driving compartments is provided to prevent heat and fumes troubling the passengers. An external oil filter is used, of the type employing an expendable cartridge, and there is the normal suction gauze over the inlet pipe in the sump.

The oil filter is handily placed on the valve cover, but the dip-stick appeared to me to be awkwardly placed. The battery is carried under the bonnet, and can be easily reached from either side of the car. The cooling system is provided witha thermostatic control to assist is rapid warm up from cold, and to maintain the correct working temperature. The pedal operated four-wheel braking is Lockhead hydraulic, and the hand lever, operating through cables, operating on the rear wheels only. The lever is conveniently positioned between the adjustable front seats; this seems a much better position than the fashionable pistol type of control, so often tucked away under the instrument panel. To assist in speedy and splash free refilling of petrol, the filler from the tank has been kept free from bends and a large vent is provided. Jacking is by a screw-type jack, which is operated by the wheel brace, after attachment of the jack to the bumper bracing. This jack is nomally carried under the overhang of the rear seat.
The bodywork gives a pleasing impression of roominess and airness, an impression that is bourne out in actual measurement, and by practical experience. It is possible for three average sized adults to travel in the rear with a degree of comfort, and with ample headroom. The driving position is good; the seat is comfortable and also holds the driver well upright. All the controls and instruments are well placed, and the thin-rimmed steering wheel is just at the right angle for perfect control. The instrument lighting also illuminates the parcel shelf underneath, which runs the entire width of the car and this proves very useful for map reading after dark. The glass louvres fitted to the front doors for ventilation purposes, while being very useful for that purpose, proved an inconvenience when I put my head out in reversing.
A good point is the ample room available for the drivers left foot beside the clutch pedal, and conveniently close to the dipping switch. On many cars the driving mirror merely complies with the regulations; the one fitted to this car however, gives a usefully wide range of view. Quotation of certain body measurements will confirm the roominess I have mentioned. From the front seat to the roof measures 36in. The total width of the rear seat is 48in., while the distance between the arm rests is 41in. The knee-room in the rear compartment varies with the adjustment made to the front seats, from a minimum of 6in. to a maximum of 10in.
The luggage space is good for what is, after all, a small car: 38in. by 18in. by 21in. The entire space is available for luggage, since the spare wheel is carried in a seperate comaptment below the boot. The tools are carried in a space under the passenger's seat the inevitable carriage key being used to open this locker. this type of key is also used for opening the bonnet, which does not appeal to me as the ideal method.
With a car of this type optimal performance figures are of relative unimportance comared with the cars ability to offer sustained and trouble-free and economical motoring under everyday conditions. Owing to the weather my tests were fairly prolonged, since on the first occasion it proved imposible to obtain performance figures in feet of snow. I had however endless opportunities of

trying the car under very adverse conditions and found it safe and easy to handle on the worst possible snow or ice. On a quiet and deserted section of my test route I found it possible to indulge in racing practice, entering certain corners in controlled four wheel slides. Undoubtedly this is not the manner in which these cars will normally be driven, but it does indicate the stability available for emergencies. While the maximum speed acheived may strike some people as on the low side, it should be remembered that with this type of car the owner seldom, if ever, desires to use the maximum speed. What is essential is a reasonably high cruising speed, and I found the car would cruise comfortably and effortlessly at 45 to 50 m.p.h. for as long as road conditions would permit.
All controls - steering - brakes and clutch - were accurate and light in operation, and at any cornering speed likely to be practiced by an owner
there was a noticable lack of body sway. Partly to test the car's starting ability I left it out overnight on two occasions, and despite the severe weather there was no trouble in getting an instantaneous start the following mornings. Some owners might find it possible to improve on the petrol consumption figure I obtained at 31 m.p.g., since this was done under very heavy road conditions. The horn I found was far from adequate, its note being far too soft to penetrate the saloon car in front, much less heavy lorries. For the motorist desiring economical everyday motoring, and not interested in performance or luxury, however this car appeared to me to be as good as any other
 
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THE MORRIS 10

Makers Morris Motors Ltd., Cowley, Oxford
Specification

Performance

Brakes