we call in on those businesses making a difference to the ... · cm visit we call in on those...
TRANSCRIPT
Car Mechanics July 2014 www.greatmagazines.co.uk/carmechanics56
CM VISIT We call in on those businesses making a difference to
the motoring world, for an insight into their operations.
The ACADEMYThe training industry is evolving and ROB MARSHALL visits Coventry’s latest hi-tech teaching portal to see how automotive professionals learn their skills.
Fifteen years ago, the government’s aim was to get as many people into university as it could. While many families (including my own)
rejoiced in the fact that their bright-eyed teenager would be the first member of the clan to be admitted, the truth is that three years of study (along with the costly student social scene) was not the best option for everybody.
For many of today’s school leavers, the albatross of a five-figure student debt and no guarantee of employment is dissuading them from academia. According to a recent poll, highlighted by the national press, 76% of the sampled university leavers admitted that they had not been informed about alternatives to university prior to attending, and over half of those respondents stated that they would have opted for vocational training instead.
Changing timesToday, the political focus has shifted and more value is given to practical, on-the-job training. Recognising the motor industry’s hunger for enthusiastic and dedicated apprentices, many motor companies have either set up or have reinstated their own training programmes. The Academy is one of the largest examples of its type and was established by PSA, the holding company of Peugeot and Citroën, over four years ago in Coventry, close to the now-demolished production lines at Ryton-on-Dunsmore. Although PSA attracted widespread criticism for allegedly abandoning the historic city, it has consolidated its UK training centres to a single new base, as well as building a new headquarters for Peugeot and relocating the whole of Citroën UK to the Midlands from its original base in Slough.
Located on the Humber Road – which references another proud, but now defunct,
car brand – The Academy is charged with not only training apprentices for both Citroën and Peugeot, but also fulfilling the more advanced training of existing employees. Yet the institution is not simply a main-dealer training centre, because it receives entrants not only from independent specialists and repairers but also fleet operators’ mechanics, where the company wishes to learn how to maintain its vehicles in-house. The training centre also introduces its dealers and repair networks to the latest automotive technology, which varies from fresh diagnostic software and hardware to new engines, floorpans and prototypes.
The substantial site also serves as PSA’s UK fleet centre, maintaining and repairing its company vehicles, as well as preparing large fleet orders for the public services. This additional activity ensures that apprentices train in a working environment and not one giant block of classrooms. At the time of Car Mechanics’
visit, a fleet of Citroën DS5s was being prepared for police use, with the work being carried out by PSA employees; should any apprentices be involved, they are always supervised. The Academy has an enviable track record of turning its apprentices into employees, with either Peugeot or Citroën adding the majority of trainees to its payrolls.
The Academy’s director, Andy Sutton, oversees the entire training programme and is emphatic that keen and dedicated entrants are central to a successful UK motor industry, regardless of whether or not the individual business is a manufacturer, a franchised dealer or an independent retailer. He views the challenge of finding good people as crucial to the long-term viability of any motor company, and his opinion is borne out by experience.
“We find that applicants who are interested in the repair and maintenance of cars in the first place, such as those
Although the Virtual Academy and Academy TV mean that students can be situated anywhere in the UK, traditional classroom-based technical courses remain very well subscribed.
www.greatmagazines.co.uk/carmechanics July 2014 Car Mechanics 57
TURN
who maintain their own vehicles at home, are well-suited to our technical training programmes,” he says. “Any car repair business can only thrive if it can attract the right person and allow them access to training immediately.”
Hybrid safetyCar Mechanics readers will appreciate that electronics have proliferated on even the most humdrum of new cars, which has demanded increasing levels of not only fault-finding hardware but also training. Andy reports that this trend is set to develop even further and that The Academy’s modules on diagnosing and maintaining hybrid cars, including the vital safety elements, have been especially popular. Because diagnostics training is viewed as an intrinsic skill, by the time a school leaver completes a three-year training course at The Academy, he or she will be fully conversant in both Peugeot and Citroën diagnostics, which includes knowledge in how to liaise, via the software, with colleagues at the Paris-based technical centre.
Although cars have become more efficient, thanks to advanced technology, so has training. “We have invested strongly in equipment,” says Andy, “so
that both franchised and independent businesses do not have to lose their staff for days at a time, as well as paying for associated expenses, while they train in Coventry. Our solution is the Virtual Academy, which permits applicants to learn and be examined individually through a high-speed internet link.”
While some onlookers might be apprehensive of computer-based learning, the advantages are that not only can training be performed at the individual’s convenience, but the Virtual Academy can also accommodate twice as many students as an actual on-site classroom. Training costs can be lowered, but not at the expense of the quality of training, because each module is still led by one tutor, who interacts with the virtual students and vice versa.
For more advanced mechanics who need to be briefed on specific repair techniques, Academy TV has been developed through the Virtual Academy. “A technical procedure can be demonstrated,” says Andy, “either as a live stream or as pre-recorded video-on-demand, which shows far greater detail than would be possible had we crowded 10 people beneath a raised vehicle. In most cases, students can also interact with the tutor in real time, as if they were present.”
Virtual Academy video-on-demand courses for technical, sales and marketing are all produced on-site.
The Academy makes use of the sizable on-site bodyshop to teach the latest accident repair procedures.
How to apply for an apprenticeshipMost apprenticeship schemes are
aimed at school-leavers and can be
accessed through the government
site, www.apprenticeships.org.uk,
which allows you to apply for
vacancies in your locale.
In The Academy’s case, applicants are interviewed informally by
telephone after their application has
been received. However, even though
many main dealerships, independent
repairers and parts companies do not
advertise for apprentices, it is always
worth approaching individual firms to
ask whether or not they have any
apprenticeship posts – your
enthusiasm might just persuade them
to invest in you.
It’s worth also contacting UK carmakers. JLR and BMW MINI’s production facilities in the West
Midlands, as well as Nissan in
Sunderland, Toyota in Derby and
Honda in Swindon, all have their own
apprenticeship programmes, as do
the hundreds of independent parts
suppliers to those factories.
Do not ignore the aftermarket scene
either, which includes thousands of
garages and bodywork repair centres
throughout the UK, all of which are crying out for dedicated new talent.
Apprentices are trained comprehensively in diagnostics and repair. Having just completed her third year of training, 19-year-old Alice Bell had just serviced a Peugeot 208 at the time of our visit.
Students learn in a working environment. Here, a Peugeot van is having its fascia wiring modified for police force use.
Car Mechanics July 2014 www.greatmagazines.co.uk/carmechanics58
Unlimited rangeInterestingly, the technical courses do not focus solely on new cars. Many franchised dealers and independent specialists still maintain older models, which is why seeing a Peugeot 205 alongside the latest Citroën C4 Grand Picasso is not such an unusual sight on a typical technical module. Older power units feature as
well, from the XUD and first-generation DW series of HDi engines, cross-sectioned models of which can be viewed adjacent to cutaways of the latest small-capacity DV units. Obviously, these power units are not limited to just Peugeots and Citroëns, because they are used under license by a wide range of other manufacturers. Although many of its apprentices are fresh from school, The Academy also takes on more mature entrants, who have embarked on the increasingly common mid-life career change.
The Coventry centre does not limit its training to technical subjects alone. Sales and marketing of new and used cars, plus parts and accessories, is an essential mix to a successful retail operation, and The Academy’s customer care and warranty training modules are well subscribed. It can be argued that, with the current growth in the British motor manufacturing and retail industries, plus the additional political support, there has never been a better time to join the car industry.
While it has yet to be established whether or not the optimistic outlook is here to stay, the motor trade, both franchised and independent, still needs well-trained technicians with the drive and passion to ensure the next generation of new and used cars remains on the road for as long as possible.
CoNTaCT
The academy
280 Humber Road,
Coventry CV3 1BH.
Telephone: 02476 884000
E-mail: [email protected]
Facebook:
PeugeotCitroenapprenticeships
www.peugeotapprenticeships.org.uk
www.citroenapprenticeships.com
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Morris Minor MMA post-WWII creation that became a British institution
WO
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AN
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‘O ne of the fastest slow cars in existence!’ enthused Motor magazine when the Morris Minor was revealed at the 1948 Earls Court Motor Show. The smallest of the new range from the Nuffield organisation was handsome, nimble, cheap and, initially, underpowered. Similarly-styled but larger Morris and Wolseley models shared the limelight but, in the climate of post-WWII austerity, it was the Minor that generated the most interest.Alec Issigonis’s original Mosquito design concept was brave and innovative, with an aerodynamic body, a compact flat-four engine positioned ahead of its radiator and independent rear suspension. Penny-
pinching and resistance from Lord Nuffield left many features on the cutting room floor, but the concept’s stiff unitary construction, well-packaged interior and neat torsion bar front suspension were left untouched.The reigning-in of Issigonis’s bold aspirations did the Minor’s prospects little, if any, harm. The simplified specification combined budgetary restraint with a driving experience that could still delight owners. The Minor represented
a substantial step forward in affordable motoring. And, with the help of
the A-series engine developed by arch-rival Austin, this modest but capable creation survived as a British institution in new-car sales for nearly a quarter of a century.
TECH SPEC 1948 Morris Minor MMDisplacement 918ccPower 27.5bhp@4400rpmTorque 39lb ft@2400rpm Top speed 62mph 0-50mph 36.5secKerbweight 750kg Design Alec Issigonis and Jack Daniels (styling and engineering), Reg Job (production engineer), Sydney Smith (technical director), Vic Oak (technical supervisor).
PURCHASE PRICE (INC. TAX)
£358
NARROW BORE AND LONG STROKE
57x90mm
MODERN BRAKESLockheed hydraulic drums all-round with twin leading shoes at the front provided good stopping power.
FOUR-INCH WIDENINGThe Mosquito was planned to be the same width as the Morris Eight. At the 11th hour, Issigonis got his mechanics to slice one of the prototypes in half. They moved the halves in and out until he was satisfied. This resulted in better stability, greater interior space and more pleasing proportions. By this point, press tools had already been made and bumpers had been manufactured. The bumpers were cut and widened with a spacer, and the swage incorporated in the widened bonnet remained throughout the Minor’s life.
CLEVER SUSPENSIONThe Minor sported longitudinal adjustable front torsion bars and a leaf-sprung live axle at the rear. Issigonis, who favoured all-round independent suspension, was inspired by Maurice Olley’s work at Vauxhall in the 1930s. He was ably supported by Jack Daniels, who had designed torsion-bar suspension for tanks during WWII. The front arrangement made room for the abandoned flat-four engine and survived in the Marina and Ital until 1984. The design removed the need for a heavily strengthened nose structure, loads being borne by the main tub.
GOOD ECONOMY
40mpg
OF FIRST MILLION SOLD ABROAD
48%
SHARP STEERINGThe Minor boasted the first use of rack-and-pinion steering in a British production car – a system developed for the Morris Ten but not pursued. Light, precise control, 2.5 turns lock-to-lock, well set-up suspension and a trademark exhaust rasp gave the Minor its widely praised driver appeal.
GREAT LONGEVITYAn intended replacement for the Minor was instead released as the Riley 1.5 and Wolseley 1500. This range came and went between 1957 and 1965, leaving the Minor to soldier on until 1971. By then, Issigonis’s thoroughly modern 1100 had been available for nine years.
PRODUCTION
1.6m
DASHING STYLINGThe Minor’s styling looked fresh and modern to the conservative British public in the aftermath of WWII. It had a horizontal grille and the wings flowed into the body. At the time, many new cars still had separate mudguards. An outward curve of the sills was the only nod to traditional running boards. Despite its compact dimensions, a transatlantic influence was evident. Early cars had a neater and more aerodynamic nose, being spared the need to comply with subsequent US headlamp height requirements. Much to
Issigonis’s disgust, the lights migrated to the wings in the Mk II.
SMALL WHEELSCompact 14in wheels were another new feature, being 3in smaller in diameter than the Eight and required Dunlop to manufacture special
tyres for the prototypes. Advantages included lower unsprung weight and centre of gravity and less intrusion into interior space.
ENGINE DEVELOPMENTIssigonis first proposed a vertically opposed-piston supercharged two-stroke. Then, he moved on to an ingeniously simple liquid-cooled flat-four. It could have been expected to be smooth and reasonably powerful, and was intended to be offered with larger cylinders for export markets. In the end, what actually occupied the wide engine bay was the 918cc straight-four UB engine from the Morris Eight. It had a very long stroke, a cast-iron sidevalve block and a three-bearing
crank. Introduction of the A-series in 1952 gave the
car a new lease of life.
INTERNAL OPPOSITIONLord Nuffield was anything but supportive of Issigonis, ‘that foreigner’, or his new design, ‘a poached egg’. The Morris boss favoured post-war production of the 1935 Eight, and the Mosquito project was both watered down and seriously delayed by his authoritarian intervention.
PRESS PRAISE‘Drivers hitherto enthusing over larger, faster cars begin to feel that this grown-up baby could fulfil all their requirements and double their mpg figures’ – Motor.
STRUCTUREThe all-steel mono-construction was described by the Nuffield organisation as having a ‘turret-top and one-piece floor pressing’. The reasonably-sized boot was accessible from inside and out. With a split, V-shaped windscreen, the only piece of costly curved glass was the rear window.
OVERSEAS PRODUCTIONCompletely and partly knocked down cars (CKD and PKD) were assembled in Ireland, the Netherlands, India, South Africa, New Zealand and Australia, often with some local input such as batteries and glass. Engines and transmissions were built in Australia. Off-shore production could be augmented to meet local demand with complete cars shipped direct from Cowley.
TRANSMISSIONFour-speed manual with synchromesh on 2nd, 3rd and 4th, and helical-cut gears. A tubular propshaft led to a hypoid bevel semi-floating live axle, advertised as offering silence and reduced tunnel height.
VENTILATIONFront quarter-light windows were presented as a noteworthy feature, offering controlled, draught-free ventilation.
GRAND DESIGNS
Not just any MM, this is Morris Minor number one. Pride of the British Motor Heritage Museum at Gaydon.
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PRACTICAL CLASSICS // MORRIS MINOR GUIDE
Compared to the other side it looked a bit
ropey, but once I had fi tted all the brackets,
securing the set up fi nally, it looked decent
and I knew it was strong. Next, I covered all
the wood on that side with Sikkens wood
preserver – base and topcoat. Lights,
refl ectors, hinges and doors were added
and once the rear bumper was on I managed
a short dance.
Bizarrely, a month later I was missing the
sound of electric planer and drill so much
that I spent a weekend replacing the
bottom wood section from the off side
rear door. Simple and hugely satisfying,
I approached it with confi dence and
nearly got it absolutely right
(see above).
Given time, confi dence, decent
materials and tools, mastering
simple woodwork is easy. I’m no
genius, but I stuck at it and now
have a Traveller that’s now much
easier on the eye. It will also
pass its next MoT – wood is
structural on a Minor – so
I look forward to positive
comments from Colin,
my local tester. S o does
the cat. ■
Good wood revivalReplacing your Minor’s wood at home is not as hard as you’d may think
W hen Morris was building
Travellers, the most diffi cult part
of the construction process was,
unsurprisingly, the wooden back body. It
took a long time and a lot of fi ddling to get
right, and that was by men who could
virtually do the job in their sleep.
Woodies, the father and son team of
Steve and James Foreman, had shown me
the correct way to replace a rear pillar and
had supplied me with a new nearside ash
pillar and wing over section. Now it was my
turn to fl y solo.
I had faith. Woodies are the biggest
manufacturer and supplier of Morris
Traveller woodwork in the world. As
I started the process of deconstruction
of the nearside rear end last November,
I was safe in the knowledge that the
Woodies boys were only a phone call away.
I unpacked the tools, dragged out the
extension lead and set to work.
The fi rst job was to pull out the old wood.
An evening with a Phillips screwdriver,
electric drill and chisel saw a pile of rusty
wood screws and chipped varnish at my
side. The brackets that join the pillar at the
top back corner of the frame were removed
as were the doors and associated hingery.
The rear lights and refl ectors were next.
I labelled up the wires and stored everything
in a plastic ice-cream tub, which I
immediately kicked over – if anyone wants
to come and look for the bullet connector
I lost during this incident then you are most
welcome. Six months on and I still haven’t
found it. Finally, it was off with the rear
bumper and then the moment of no return,
I started to waggle the wood.
It took another whole evening of hard
waggling, extra screw removal and chiseling
before the car fi nally released its grip on the
rear pillar. I had to dig into carefully fi lled
wood to reach screw heads that had been
hidden decades ago, all the time in the
knowledge that too heavy a hand could
cause splits in the good wood I wanted to re-
use and potential glass crackage. Eventually,
on my third foray into the garage, with a loud
crack (that scared the cat) it came free in my
hands, along with the silicone sealer that the
previous wood waggler had used to fi ll gaps.
The gloop was the main reason why
the job had taken so long. I repeated the
extraction on the wing over section – which
took another evening of cat scaring.
1Good woodWoodies’ Steve Foreman looks at the non-
standard pillar. He made an all new bespoke item
from scratch in about half an hour.
2Door renewal A new door frame has been fi tted to the
nearside door. This rotten crossmember was extracted
from the off side.
3New sectionThe new section will need work to fi t. Careful
measurements are taken. It is also a chance to locate
the position of fi xing screws onto the section back.
4To the bench Plane, sand and cut. Keep returning to the car
as you work. Removing wood is easy, putting it back
is tough. A decent bench is useful.
5Keep everything When the section is ready, treat with wood
preserver and re-check where screw holes should be.
Until it is fi tted, keep sectional off cuts – just in case.
6Job doneDrill the holes and fi t to frame and metal panel
with brass screws. Glue and screw into the uprights too.
Seal with wood putty and preserve with a stainer or oil.
‘It took an evening of hard waggling before the car finally released its pillar’
not disturb any more wood than was strictly
necessary. What I did do, however, was dig
out all the sealing grot I could fi nd and then
dribble preserver to every crevice.
Now the car was ready to receive the
new wood. I started with the over panel,
off ering it up and fi ling and trimming until
I was confi dent it would be a good fi t. Then
I clamped it into place and with a marker
poking through the original screwholes
identifi ed where I would need to drill. Drilled
and ready, I started screwing and, after
another night, had a fully attached panel.
Next was the big one, the rear pillar. And
this is where it all began to unravel slightly.
My back body was so diff erent from
standard that the usual laws of Traveller
wood did not apply. I spent several evenings
carefully fi ling and sanding the top of the
pillar so it would fi t in the roof, rear wooden
top arch and nearside roofl ine panel.
Immense care has to be taken here, you
can lose wood very easily – a bit like
virginity, once it’s gone, it’s gone; getting it
back is impossible. Something I discovered
when, after another two nights of pillar
fettling, I realised I had taken slightly too
much wood off the rear over-wing section.
The cat was absolutely petrifi ed this time.
PRACTICAL CLASSICS //
I approached it with confi dence and
nearly got it absolutely right
(see above).
Given time, confi dence, decent
materials and tools, mastering
simple woodwork is easy. I’m no
genius, but I stuck at it and now
have a Traveller that’s now much
easier on the eye. It will also
pass its next MoT – wood is
‘It took an evening of hard waggling before the car finally released
Job done – and even
the winker works.
Dark colouring
hides the rot
within. It’s all
stripped back.
There was a half-inch gap to fi ll, and no
matter how hard I tried to tell myself it
wasn’t so, it just was.
I left it to fester over Christmas and then,
after some bravery wine, in mid-January
I went out and applied my brain and hands
to the conundrum. I had kept all the wooden
off -cuts from the previous timber work, so
started my solution-hunt by rooting through
them and pulling out the ones that looked
most likely to fi t the errant cleft. I then fi lled
the space with wood fi ller and slipped the
wood into the sticky gap. Once set, I drilled
through the layers and added a wood screw
to bind it fi rmly and then fi nished it with
another skim of fi ller.
Then I began the process of cleaning up
the ends of the adjoining wooden sections,
stripping the old varnish from the whole side
of the car, sanding back the frame, carefully
fi lling the gaps with Sikkens fi ller (top stuff )
and treating what was left with wood
preserver. Then I got to work on the metal
work that the wood was screwed into.
Luckily it was sound, but I reckon another
winter and the rear wing would have
required replacing. I stripped it back and
treated it in situ, deciding that I would rather
Traveller Wood Replacement
www.practicalclassics.co.ukMORRIS MINOR GUIDE // PRACTICAL CLASSICS To subscribe to PC go to www.greatmagazines.co.uk
History File
➽ ➽
From Mosquito to Minor 1000, Ray Newell tells the remarkable story of Britain’s favourite family classic
The Morris Minor Story
The popularity of the Morris Minor
remains undimmed in spite of
the 43 years since the last one
rolled off the production lines at
Adderley Park in Birmingham. It regularly
tops the classic car polls – in the 2014 PC
Readers’ Survey it pipped the Mini as the
most popular family classic.
If few people could have predicted the
Minor’s success, fewer still foresaw it
becoming the fi rst British car to sell a
million. Even legendary designer Alec
Issigonis and his handpicked team, who’d
worked at Cowley from 1943 to develop a
revolutionary new small car for the post-
WWII era, could not have envisaged the
impact of their unique package. They gave it
a bold launch, though, dubbing the Minor
‘the World’s Supreme Small Car’ at the Earls
Court Motor Show in 1948.
The Minor completed a line-up of all-new
Morris Models which included the Morris
Oxford and Morris Six and it
was a hit from the start.
Road testers praised it
and the British public took
to its well-appointed
interior, superb handling
and exceptional fuel
economy. It was the car to
own in the late 1950s.
The only problem was that, for
the majority of would-be buyers in
Britain, sales were embargoed by
government decree as export orders took
precedence. Over 80% of the cars produced
went abroad, so as demand increased for all
Morris cars, and particularly the Minor, a new
factory was purpose-built for the booming
The Minor completed a line-up of all-new The Minor completed a line-up of all-new
Morris Models which included the Morris
CKD (Completely Knocked
Down — to be assembled
overseas) division at
Cowley. Such enthusiasm
was gratifying for the
design team at Morris,
who had worked tirelessly
on the myriad concepts
dreamed up by Alec Issigonis.
The Minor was a completely new
car and the number of components
which went into a 1950 two-door saloon
was estimated at 19,579.
Designing an iconThough some of the more radical features
of the original Mosquito prototype fell by
the wayside, the fact that the Morris Minor,
as Morris Motors’ founder Lord Nuffi eld had
insisted it be named, had a new style
monocoque-construction body, independent
front suspension with torsion bar springs,
rack-and-pinion steering and 14in road
wheels put it way ahead of its rivals. The
decision to widen the prototype by four
inches late in its development improved the
precise and controlled handling, as well as
adding to the car’s aesthetic qualities.
The clean cut, symmetrical lines of the
front end diff ered greatly from some earlier
prototype creations, which featured
concealed lighting behind a slatted oval
grille panel. Bench seating was tried in early
prototypes, along with a column gear
‘For the majority of British buyers, sales were embargoed by government decree’
PRACTICAL CLASSICS // MORRIS MINOR GUIDEwww.practicalclassics.co.ukMORRIS MINOR GUIDE // PRACTICAL CLASSICS To subscribe to PC go to www.greatmagazines.co.uk
FIRST SIGHT In its original narrow-body
form, the Mosquito still
had room for the fl at-
four engine that was
requested by designer
Alec Issigonis.
MINOR
INTEREST
Extensive testing of the
Morris Minor took place at
Chalgrove Airfi eld, near Cowley
in Oxford. Other favoured routes
for original road tests included
a 100-mile high-speed
circuit that ran from Oxford
to Cirencester
and back.
Fifty years ago, the British Motor
Corporation was preparing for
the launch of a car designed by
its technical director, one of the
few automotive engineers whose name was
known to the general public – Alec Issigonis.
He was the man behind the Minor, the
Mini and the Morris 1100, and now he had
created a car that was so removed from the
large family car norm of the day as to be
almost surreal. So we decided to take one
of the oldest, and fi nest, examples of the
Austin 1800 to the Heritage Motor Centre
at Gaydon in Warwickshire to meet with fi ve
other examples of Issigonis’s genius.
On their own, each of these cars is a
reminder of how he ranks alongside Heinz
Nordhoff (Volkswagen) and Dante Giacosa
(Fiat) in changing the post-World War II
motoring landscape. Cumulatively, the
impact is overwhelming.
Morris Minor MMIn 1943, the Ministry of Supply gave
permission for Morris Motors to commence
work on a new post-war range of cars.
One of the prominent fi gures at the design
offi ce was one Alec Constantine Issigonis,
who had joined Morris Motors in 1936 to
work on the suspension of the Morris Ten.
Project ‘Mosquito’ was deemed essential
to revitalise the Morris brand in the post-
war export markets and, to a British car
buyer visiting the 1948 London Motor Show,
the Minor was as far removed from the
Eight saloon as The X Factor is from music. In 1948, Alec Issigonis announced his genius to the world. We test the Minor against the designs that followed
British Icons Group Test
In 1948, Alec Issigonis
Hits of
WORDS ANDREW ROBERTS PHOTOS MATT HOWELL
1965 Austin 1800
ENGINE 179800/4-0yl/OHV
POWER 80bhp@5000rpm
TORQUE 100lb ft@2100rpm
GEARBOX 4-spd man
0-60MPH 17se0
TOP SPEED 90mph
FUEL ECONOMY 23.5mpg
1976 Austin Maxi
ENGINE 174800/4-0yl/OHC
POWER 84bhp@5500rpm
TORQUE 105lb ft@3000rpm
GEARBOX 5-spd man
0-60MPH 20se0
TOP SPEED 89mph
FUEL ECONOMY 24.5mpg
1950 Morris Minor MM
ENGINE 91800/4-0yl/SV
POWER 30bhp@4400rpm
TORQUE 39lb ft@2400rpm
GEARBOX 4-spd man
0-60MPH n/a
TOP SPEED 62mph
FUEL ECONOMY 36mpg
1967 Morris 1100
ENGINE 109800/4-0yl/OHV
POWER 48bhp@5100rpm
TORQUE 60lb ft@2500rpm
GEARBOX 4-spd man
0-60MPH 22se0
TOP SPEED 78mph
FUEL ECONOMY 33mpg
1959 MiniENGINE 84800/4-0yl/OHV
POWER 34bhp@5500rpm
TORQUE 44lb ft@2900rpm
GEARBOX 4-spd man
0-60MPH 29.7se0
TOP SPEED 75mph
FUEL ECONOMY 40mpg
1969 BMC 9XENGINE 99800/4-0yl/OHC
POWER 60bhp@4300rpm
TORQUE A mystery
GEARBOX 4-spd man
0-60MPH An enigma
TOP SPEED Promising
FUEL ECONOMY A riddle
PRACTICAL CLASSICS // MORRIS MINOR GUIDEwww.practicalclassics.co.ukMORRIS MINOR GUIDE // PRACTICAL CLASSICS To subscribe to PC go to www.greatmagazines.co.uk
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This Peugeot 205 GTi was a restoration project that was undertaken by The Academy’s bodywork apprentices.