Morris "Ten" (Series M) Saloon

distance from 30 m.p.h. was 31 ft. 6 in.), the absolute certainty and progressive operation, combined with the accurate balance made the braking completely safe in all circumstances. In one case we deliberately applied the brakes heavily on a greasy road surface; the wheels slipped very slighly, but the car did not deviate from its course. Many cars with brakes of higher "theoretical" efficiency would have skidded.
It was noticed that there was a slight screech from the brakes, but this was certainly not loud or troublesome.
In this respect it should be explained that the weather was damp and the roads wet during almost the whole period of out tests.
Performance in every respect was found to be unusually good. Acceleration from 0 to 30 m.p.h. using first and second gears, required 7-2/5 secs; when using second gear alone the corresponding time was 8 secs. Using second gear, it took 6-4/5 secs. to reach 30 m.p.h. from a steady 10 m.p.h. the time in third gear, the time required to reach 40 m.p.h. from a steady 20 m.p.h. was 9-4/5 ses. From 30 m.p.h. to 50 m.p.h. in top gear took 15-3/5 secs., whilst 50 m.p.h. could be reached from a standstill, running through the gears, in 21-4/5 secs. These figures are all averages of several two-way timed runs, the speeds being those recorded by the speedometer which was sensibly accurate.

"Q" Meter Tests
In top gear a maximum spped of 66 m.p.h. could be reached in normal conditions on a level road, whilst speeds between 50 and 55 m.p.h. could be held for just as long as road conditions permitted. On cross-country roads it was easy to maintain average speeds quite as good as those normally made with cars up to 14 h.p. or so. Another test made in top gear was for "pull" with our Tapley "Q" meter - the average figure for this 180 (Ib. per ton). This means that the car would make a steady top-gear climb of one in 12.4 gradient. Throughout our tests, which included a number of fairly long runs as well as several cold starts and the burst of acceleration necessary in taking our figures, the fuel consumption averaged 36 m.p.g. The consumption in average owner-driver conditions could therefore be expected to be not more than this. it would be difficult to criticise the style and finish of the bodywork other than favourably, windows are deep, pillars are narrow and the doors are wide. The windscreen is not as deep as on previous models, but gives a wide range of visibility. In one respect the lowering of the roof line helps to prevent dazzle, and obviates the need for a sun visor. Front seats are built on tubular frames with spring bases, and are thoroughly comfortable. The rear seat is equally comfortable and has an arm rest at each side. The bonnet is of unorthodox design, the sides being held in place by five srcews, so that only the top portion opens on the central hinge. It is locked by means of a square ended key, for which there is a small pocket in the trimming under the dash on the near side. This arrangement ensures complete absence of bonnet rattle and is fully satisfactory unless the owner is of the meticulous kind who like to keep the engine as clean as the bodywork.
We found that the dipstick was not very easy to access while the body sides were in position, especially if overalls were not being worn. On pointing this out to the makers however, we were informed that a simple modification will probably be made in the near future.
Our general impressions were that the Morris "Ten" (Series M) is one of the best 10 h.p. cars on the market. In de-luxe form, as tested the price is £185, the fixed head saloon costing £175. Inbuilt Jackall hydraulic systems cost £5 extra in both cases.