Tuesday 24 February 2009

Ariel Motorbikes Red Hunter, Leader, HT5, Super Sports

What is your top motorbike of all time? Please leave a comment below. Perhaps your top bike is one of the Ariel models below.


Ariel Motorcycles - Square Four Super Sports Leader HT5


Ariel Motorcycles


This is one of many illustrated classic motorcycle guides I've created for the community. I hope you enjoy it. If you wish to find out more about the classic Ariel motorcycle art featured in this guide please click here.


Ariel Motor Cycles bore a proud and famous name, having built its first motorcycle as early as 1902. With machines like the Red Hunter and Square Four, Ariel earned the reputation for marketing a range of ruggedly reliable and well-produced products aimed at fulfilling the needs of the public. Later, the revolutionary Leader and Arrow vertical twin two-strokes could really have provided a machine to take on the Japanese. This guide details six classic Ariel motorcycles from the post-war period.


Ariel Square Four


Ariel Square Four


The Ariel Square Four motorbike was a legend in its own lifetime and continues to be so. First marketed as a 500cc in 1930, the 1000cc model was launched in 1936. It remained in production in various roadster forms until the late 1950s by which time it boasted four individual exhaust pipe ports and an all-aluminium engine. The "Squariel" appealed to the middle-aged man, who having a motor bike in his youth, wanted to return to the fold with something that would distinguish him from the crowd.


Ariel Red Hunter


Ariel Red Hunter


Based on a 1933 Val Page design, the Red Hunter was sold in 348cc and 500cc form throughout the 1930s, scoring many successes in trials and scrambles. Resurrected after the war virtually unchanged save for telescopic forks, it became renowned as a straight-forward and dependable machine capable of a surprising amount of unstressed power. The 500 with its more "square" dimensioned engine than the 350 and a frame that was no heavier, was proportionally the better performer.


Ariel FH Huntmaster


Ariel FH Huntmaster


The Ariel Huntmaster 650cc twin was introduced for 1954 with BSA engine in the new Ariel frame and finish. The BSA motor may have been the beginning of the erosion of marque identity, but Bert Hopwood's already reliable single-cam 650 A10 engine, only superficially modified, combined with the Ariel duplex frame, and Ariel standards of finish, produced a well loved machine. A claimed 35bhp @ 5600rpm gave the FH a top speed of around 100mph and for a 410lb machine the economy was good too, returning as high as 70mpg solo and 55mpg with a chair attached.


Ariel Leader


Ariel Leader


Announced in July 1958 the Ariel Leader was a sensation. It offered a 250cc twin engine, full enclosure, built-in legshields and screen, pressed steel beam frame and many unique features. A whole range of accessories were offered and a choice of two-tone finishes were listed. The Leader was built between 1958 and 1965 and despite its unusual style became a common sight on the roads as weather-protection and the absence of road-dirt were real-life attributes. The price new in late 1958 was £209-11s-2d.


Ariel Super Sports


Ariel Super Sports


The Ariel Arrow arrived in 1960 as an unfaired alternative to the Leader and shortly afterwards the Arrow Super Sports was announced, giving the company a stable of three two-stroke twins. Immediately christened "The Golden Arrow" due to its handsome finish in polychromatic gold, the new machine was not just a new grooming, as the power was raised by the fitting of a large bore carburettor, now 20bhp at 6,600rpm. On test the top speed was 75mph and acceleration was very brisk up to 60mph. As popular as the Leader and Arrow, the Super Sports won the prestigious Motor Cycle News "Machine of the year" award in 1961.


Ariel HT5


Ariel HT5


The Ariel HT5 motor bike was made famous by the great trials rider Sammy Miller, whose first association with Ariel started in 1956 at The Scottish Six Days Trial. Unable to obtain the necessary gearbox parts for his James trails machine, Miller borrowed an Ariel for the event, GOV 132 a registration number that was to become well known, and began a long association with the Selly Oak and later Smallheath firm.


Thank you for reading my guide and I hope you found it interesting!

Friday 20 February 2009

Classic US Motorcycles Indian Chief Roadmaster,Harley Davidson Hydra-Glide,XL Sportster

What is your favourite motorcycle of all time? Is it one of the models below?


Classic American Motorcycles



This is one of many illustrated classic motorcycle guides I've created for the community. I hope you enjoy it. If you wish to find out more about the classic US motorcycle art featured in this guide please click here.


This guide celebrates nine classic American motorcycles:


Excelsior Super X



The Excelsior Super X was introduced in 1925 and was the first of a new class of American 45cu. in motorcycles. Followed swiftly into the marketplace by Indian and Harley-Davidson forty-fives, the Excelsior featured a neat unit-construction engine/gearbox. The engine was mounted in a duplex cradle frame with leading-link forks. Performance was exceptional at 65mph (105km/h), which gained the Super X an enviable reputation.


Henderson Model KJ



In 1929 Henderson introduced the KJ, a new machine designed by Arthur Constantine. It retained the 79cu. in. (1301cc) capacity of earlier K series models but the crankshaft now had five main bearings and alloy pistons were used. New frames allowed lower seats and a streamlined fuel tank, which included an instrument panel. Sadly the KJ was short-lived as Schwinn pulled out of the motorcycle business. The last Hendersons were made in 1931.


Indian Scout



The first of Indian's famous Scout models were introduced in 1920. The work of irish-born designer Charles B. Franklin, the Scout used Indian's familiar 42-degree, V-twin configuration and side-valves. The engine was mounted in a twin-loop cradle frame that was fitted with Indian's traditional leaf-sprung fork. The design of the Scout engine was so successful that it was scaled up in 1922 to create the Chief.


Indian Chief Roadmaster



After World War 2, the only Indian motorbike that returned to production was the big V-twin Chief. Still powered by the old side-valve engine, it exchanged its leaf-spring front suspension for a girder type design, that had already been used on a small number of military Indians built during the war.


Harley-Davidson WLD



The WLD motor bike was a high compression version of the WL series, which first appeared in 1937. Harley introduced its first 45cu.in. side-valve V-twins, the D series, in 1929, to compete with Indian and Excelsior. The "Forty-fives" were smaller and lighter than Harley's big twins, although equally rugged, proven by their later success as military motorcycles.


Harley Davidson Hydra-Glide



Harley's big FL-series bikes received numerous updates through the years. Most notable was the replacement of the venerable Knucklehead engine with the Panhead in 1948, the adoption of telescopic front forks on the Hydra Glide of 1949 and the addition of rear suspension on the Duo-Glide in 1958. The big Indians had used plunger-type rear suspension since the early 1940s.


Harley-Davidson XL Sportster



The XL Sportster series was launched in 1957 and the 55-cubic-inch (883cc) overhead-valve XL was the lone American entry in what would be called the superbike class. Descended directly from the K model, two models were to predominate: firstly the touring XLH fitted with big tank, buddy seat, single exhaust and coil ignition; and secondly the sports XLCH with small tank, single seat, dual pipes and a magneto.


Harley Davidson Electra-Glide



In 1965, Harley-Davidson introduced an electric-start version of the big FL series and called it the Electra Glide. This machine was still powered by the Panhead engine but for 1966 Harley-Davidson released an updated engine, mating new aluminium "shovelhead" cylinder heads to the iron barrels and gaining a welcome increase in horsepower.


Harley-Davidson Super-Glide



In 1971 Harley-Davidson released their first "factory custom". Known as the FX Super Glide, it combined the frame and engine from the big FL series twins with the front forks and other trim pieces from the XL Sportster, hence the FX designation. The original Super-Glide featured "Euro-style" pipes and a patriotic red, white and blue paint scheme. It would be known, in a loose sense, as the first factory chopper.


Thank you for reading my guide and I hope you found it interesting!

Alfa Romeo Car Giulietta Sprint, Giulia, Sprint GT

Do you remember the classic Alfa Romeo Cars below?


Alfa Romeo



This is one of many illustrated classic car guides I've created for the eBay community. I hope you enjoy it and if you would like to find out more about the classic Alfa Romeo art featured in this guide please click here.


Until the Second World War, Alfa Romeo built only limited numbers of costly and exotic motor cars but the scene in Milan was transformed in the post-war years as the state-controlled company set out on a programme of massive expansion, first with the 1900 saloons and then from 1954 with the Giulietta range of models. For the 1960s, Alfa Romeo achieved the difficult task of replacing the successful Giulietta range with the launch of the exciting new Giulia. In keeping with now well established Alfa traditions, a styling and production agreement was reached with Bertone and Pininfarina for the coupe and spider versions of the Giulia. In 1970, the Montreal became the production version of Alfa Romeo's 'dream car' first seen at Expo '67 in Montreal.


Alfa Romeo Giulietta Sprint



One of the best loved post-war Alfas, the Giulietta appeared late in 1954 as the Giulietta Sprint, a sporting closed coupe designed by Bertone. Like the 1900 before it however, the Giulietta was not to be a single model range and the Sprint was joined in the following spring by the Giulietta saloon and later in the summer of 1955 by the Giulietta Spider by Pininfarina. Coupe and Spider versions originally had 80bhp, but from 1956 they were also available as Veloce models with 90bhp.


Alfa Romeo 2600



The Alfa Romeo company went back to using six-cylinder engines with the introduction of the 2600 in 1962. It featured a 2,584cc engine with an output of between 130 and 145bhp, depending on the model. The saloon was accompanied by the Sprint, designed by Bertone, the Sprint Zagato and the Spider Touring.


Alfa Romeo Giulia



In 1963, Alfa Romeo replaced the Giulietta family by an even better and more attractive range, called the Giulia. Giulias were bigger, faster and more modern looking than Giuliettas, drawing on the experience and reputation built up with the original cars. The saloon as before was intended to sell in the largest numbers, while the same styling and production arrangement was reached with Bertone and Pininfarina for the coupes and open-top spiders.


Alfa Romeo Duetto Spider



The Alfa Romeo Duetto Spider was released in 1966 with an engine of 1,570cc, followed two years later by the Spider 1300 using the 1,290cc engine. To some Alfa fans these new two-seaters lacked the elegance and balance of the earlier Pininfarina design, produced originally as the Giulietta Spider, but in time they became deservedly acclaimed. The original rounded tail was replaced by the chopped-off Kamm variant in 1971.


Alfa Romeo Sprint GT



The first true Giulia coupe, the Sprint GT was introduced in 1963, An elegantly simple piece of work by Bertone designer Giorgio Giugiaro, its 105-series body was manufactured and assembled at the new Alfa Romeo facotry at Arese. In 1965 a four-seat convertible, the GTC was offered and later, the lightweight aluminium bodied GTA. Veloce tune came in 1966 with the Giulia GTV.


Alfa Romeo Montreal



The Alfa Romeo Montreal was in production between 1970 and 1976, selling approximately 500 cars per year. Its eight-cylinder 2,593 cc engine produced 200bhp at 6,500rpm, giving a top speed of 137mph (220km/h). Developed from the 33 prototype, it had Spica fuel injection and dry sump lubrication. The design was by Bertone. A worthy successor to the 8C 2300 and 2900 series four decades earlier.


Thank you for reading my guide and I hope you found it interesting!

AJS Motorcycle Model 16MS, Model 7R, Model 16C

Do you remember the AJS motorcycles below? Maybe you've recently restored one.


A.J.S. Motorcycles - Models 16C 20 8 18CS 7R 16MS



This is one of many illustrated classic motorcycle guides I've created for the community. I hope you enjoy it. If you wish to find out more about the classic AJS motorcycle art featured in this guide please click here.


The first AJS motorbike was built in 1909 by the Stevens brothers at Wolverhampton. By 1927 they had introduced racing engines with chain driven ohc in 348cc and 498cc. In 1931 A.J.S. was sold to Matchless and moved to London. For many years following the merger, although the two bikes had many parts in common, the AJS marque remained a separate entity. This guide details six well-loved AJS motor cycles from the post-war period.


AJS Model 16MS



The basis of the AJS Model 16 MS was a long-stroke single overhead valve engine of 1935, the same as used in the wartime Matchless GL3. The orthodox but very tough push rod engine featured dry sump lubrication with an external oil tank. Flywheels were cast iron but were lightened for 1954. An all-alloy version of the engine appeared for competition models in 1950 with an alloy head for roadsters following in 1951. Further improvements to the model were made and despite the presence of the AMC "lightweight" single by 1960, sales of the old G3/Model 16 had actually increased by 1961 giving evidence of the loyalty to the long stroke formula.


AJS Model 8



In 1960 the AJS Model 8 appeared as a 350cc single. It featured a scaled up engine with a 20mm longer stroke, not simply a bored-out 250, having the same dimensions as the discontinued "heavyweight" 350 Model 16CS scrambler of the previous year. The Model 8's engine differed from the 250 in having a compression of 6:9:1, an exhaust-valve lifter on the exhaust rocker, and ingenious flat-faced cast-iron flywheels. This scaled-up 250 was similar to BSA's enlarged C15 250, the B40 350, and was an attempt to deal with the criticism of the "heavyweight" Model 16 as a plodding, over laden, scaled down 500.


AJS Model 7R



Announced for the 1948 season, the handsome 348cc AJS Model 7R had little in common with the pre-war road-racing R7 AJS. A sleek black and gold beauty, it was similar to the rival Velocette Mk7 racer, which shared the same bore and stroke dimensions but it was lighter than the Velo, using magnesium-alloy crankcases, timing gear casing and conical wheel hubs and aluminium fuel and oil tanks. Nicknamed the "Boys Racer" the model was of course raced by the original factory team but was primarily intended as an over-the-counter racer for the ordinary club rider.


AJS Model 20



Once Edward Turner had come up with the Speed Twin for Triumph in 1938, other major British factories were forced to respond with their own versions of the vertical twin engine. The last manufacturer to unveil such a design in the export-or-die post-war years was Associated Motor Cycles, joining the fray in 1949 with a 500cc model in the two AMC marque liveries. The AJS version was known as the Model 20 and was a docile and comfortable machine, with useful torque for accelerating.


AJS Model 18CS



The basis of the AJS Model 18 500cc was a long-stroke single ohv engine from 1953, one of whose manifestations had been the Matchless G3L used by the British Army in WW2. The 18CS was produced between 1950 and 1964. Comprising of an all-alloy engine in a sprung frame, it was aimed more at scrambles use than trails. A feature when introduced were the "fat" rear suspension units that immediately became known as "jampots". They were an improvement over the slimmer versions as the internal pressure was lower but was still prone to variable damping as the temperature changed.


AJS Model 16C



Produced from 1959 to 1964, the AJS Model 16C was one of the most successful "mudpluggers" of its day. Similar to its predecessor the 16MC, the 16C employed a redesigned engine with a new long-stroke configuration of 74x81mm rather than the earlier 69x93mm. Valve diameters were increased and power output went up from 19 to 23bhp @ 6200rpm.


Thank you for reading my guide and I hope you found it interesting!

2 CV Citroen Cars Model A, Fourgonette Van, 2CV Charleston

What is your favourite car of all time? Please leave a comment below. Is it the Citroen 2CV?


2CV Citroen Cars



This is one of many illustrated classic car guides I've created for the community. I hope you enjoy it. If you wish to find out more about the classic 2CV Citroen car art featured in this guide please click here.


With its unassuming nostalgic charm, the Duck was the embodiment of an entire philosophy. After 41 years of production, and over five-million examples, one of the last truly distinctive cars of this century quietly breathed its last in Portuguese exile in July 1990.


2 CV ( model A )



Formally launched in October 1948 at the Paris Auto Show, the 2CV caused a sensation. Despite critical remarks from the press, more than a million visitors passed by three mouse-grey 2CVs on the Citroen stand and the orders piled up for the model, selling at the very reasonable price of 185,000 (old) Francs. The 9hp model A used a flat-twin, air-cooled engine of 375cc. It featured all-independent suspension, linked front to rear with drum brakes on all four wheels. There were no indicators, doors without locks, no ignition key (starter button on facia) and only one rear lamp.


2CV ( model AZA )



The 2CV underwent its first major facelift in 1960, with the introduction of a new front grille (with five bars). The heavily ribbed bonnet was now replaced by a smoother affair with only five ribbing lines and the side louvres disappeared in favour of a steam-lined air intake. The 375cc engine was at last discontinued in 1961. The only major changes that occurred during the 1960s were the addition of a third side window at the rear and another minor grille change, when the chevrons were moved up to the bonnet.



2CV Van ( Camionette )



Load carrying versions of the 2CV have an equally passionate following as the standard passenger cars. This unique vehicle began life in France as early as 1951 where it was known as the AU van or Fourgonette. It was fitted with the 375cc engine and had a payload of 250kg. Due to their corrugated appearance, these early vans were often scorned by detractors as "tin shacks on wheels" - but to their many owners they were a cheap and convenient way of carrying substantial loads with ease.



2CV Spot ( Special Orange Tenere )



The Spot is interesting in that it was the first 2CV special edition. In fact, "specials" were not common at all in 1976 and Spot was one of the first by any manufacturer. It featured orange and white adhesive body-stripes. Seats and hood were in orange, with and orange and white striped sunblind, which could be pulled forward to provide shade for the driver and front seat passenger when the hood was rolled back. The name Spot was an acronym for Special Orange Tenere. Today, few examples survive.


2CV Charleston



The 2 CV Charleston was produced in three distinct colour schemes, Delage red and black being the most popular. Originally a special edition of limited number, its production was extended to match demand. The two other Charleston colour schemes were light grey/dark grey and yellow/black and these were strictly limited in number. Charlestons were popular in Britain and Holland, less so in France. These models have the air of sophisticated town cars, rather than the practical, down to earth working vehicle, which describes most plainly painted 2CVs.


2CV Beachcomber ( or France 3/Transat )



Plain colours always remained more popular for 2CVs in France, although the France 3, a white car with a blue stripe to its panel and hood, did find favour. France 3 was a yacht entered in the America's Cup races, and part of the profits from the sale of the car went towards its construction and participation. As this bore little interest outside its country of origin, the same car in England was known as the Beachcomber and in Holland the model was called the Transat.


Thank you for reading my guide and I hope you found it interesting!

Saturday 7 February 2009

Porsche Car: 911 Targa, Carrera, 924, 911 Turbo, 928, 944

Do you own one of the Porsche models below? Please leave a comment below. Perhaps you collect diecast models, brochures etc.


Porsche Cars


Porsche Cars


This is one of many illustrated classic car guides I've created for the community. I hope you enjoy it. If you wish to find out more about the classic Porsche sports car art featured in this guide please click here.


This guide celebrates the Porsche road cars produced between 1950 and 1984, from the 356 to the 944.


Porsche 356


Porsche 356


Porsche began building the 356/1 around 1948 at their establishment in Gmund, Austria. This first car used a 1131cc Volkswagen flat-four engine mounted ahead of the rear axle which it drove via a four-speed gearbox. The mechanics went into a tubular space frame, there was independent suspension all-round, and the open -body was hand-built in aluminium. It was low, sleek and stylish and formed the basis of the first true production cars, the 356/2s. They differed a great deal from the prototype as the engine was mounted behind the rear axle and the space frame had been replaced by a welded sheet steel platform.


Porsche Speedster


With its dumpy body and tiny windscreen, the Speedster is often compared to an inverted bath tub. It is nevertheless one of the company's great cult cars and is today highly prized by collectors. Due to its lack of trim, the Speedster was very light and thus very quick and was popular on race tracks. It appeared in 1956 as the brainchild of Max Hoffman, Porsche's East Coast American distributor. He suggested the factory strip down a car to get it below $3,000 but still keep it comfortable and able to be used for the street. At this price it could compete with other sports cars like the Austin Healey, Triumph TR3 and the Corvette.


Porsche 356A


Porsche 356A


Porsche introduced the 356A models at the Frankfurt Auto Show in 1955. Noticeably different from the original 356, the new car featured an all-steel instead of aluminium body, smaller wheels and a new curved windshield. Inside there was a padded dash, reclining seats and improved instrumentation. For general use two engine sizes were offered, the 1300 and 1600 both in familiar flat-four layout with pushrod-operated overhead valves. Coupe, Cabriolet or Speedster bodies were built by Reutter. The 356A was produced between 1955 and 1959 and the desirable Carrera / 1500GS version was available from 1956 in all body styles.


Porsche 912


The 912 ran from 1965 to 1969 and sold over 30,000 cars, in the first year outselling the 911 at 6,440 to 4,865. It was only dropped to make way for the "VolksPorsche" 914 and when that experiment had proved not to be a success, was actually brought back as the 912E for the 1976 model year with a 1971cc fuel-injected Volkswagen flat-four engine out of the 411 Variant. The original 912 used a 1582cc flat-four pushrod engine and was priced at US $4,690 when released compared to the 911 at US $ 6,490. Always viewed as second best to the 911, it was, to be fair, the model that you bought if you couldn't afford a 911.


Porsche 911


Porsche 911


As a replacement for the aging 356 models, the 911 went into production in late 1964. It followed Porsche's traditions, being as fast as ever yet was quieter, smoother and more comfortable. The engine was an air-cooled, flat-six of 1991cc having a single, chain-driven overhead camshaft for each cylinder bank. Independent suspension and disc brakes were features. During 1965 the 911 was joined by the 912, a lower priced alternative fitted with a 1582cc flat-four pushrod engine and simpler interior trim.


Porsche 914


A Hybrid, maybe, but the 914 had a production run of 125,000 in five years making it a significant part of modern Porsche history. Produced by a company jointly set up by Volkswagen and Porsche, the 914/4 was powered by Volkswagen's four cylinder engine and the 914/6 by Porsche's 2-litre six. Apart from the wheels and badging, the 914/4 was indistinguishable from the 914/6. Both featured a mid-mounted engine and all were Targa-topped. Built between 1969 and 1975, the 1914's plus points were its compactness and superb handling. High noise levels from the mid-mounted engine were the minus.


Porsche 911 ( Targa )


Porsche 911 Targa


Targa was the name given to the convertible version of the 911 in honour of Porsche's many victories in the great Targa Florio road race in Sicily. Introduced in 1965 at the Frankfurt Auto Show, the Targa used a built in rollbar and removable fold up roof panel. Early models, 1967 and 1968, also had a removable soft rear window which was replaced by the permanent hard rear window in 1969.


Porsche ( Carrera )


Porsche Carrera


The Carrera name hailed from the Carrera Panamericana, the Pan-American endurance road race in Mexico, where Porsches had performed extremely well. Starting with the 356, models that have carried the Carrera name have been some of the fastest road cars in the Porsche line-up.


Porsche 924


Porsche 924


With the 924 Porsche returned to their 356 origins by using VW parts and assemblies for much of the car, yet on the other hand changed their history by building a car with both water-cooling and a front-mounted engine. Entering production in 1975, the 924 used a four-in-line 1984cc engine laid over by 40 degrees to ensure a low bonnet line. Styling was by Tony Lapine and was attractive without being distinctly Porsche. Various limited edition 924 models were produced, including a Martini and a Sebring '79.


Porsche 911 Turbo


Porsche 911 Turbo


The year 1975 saw the introduction of the 911 Turbo, with the 2993cc displacement of the old RS and RSR but with a staggering increase in horsepower to 260. For the 1978 model year there was an even more mind-boggling 300bhp available on standard roadgoing Turbo, now bored out to 97mm and stroked to 74.4mm for capacity of 3299cc. The 911 Turbo had placed the 911 series among the elite of the Supercar class.


Porsche 928


Porsche 928


The 928 was first seen at the Geneva Motor Show in 1977. Conceived as a top of the range grand tourer, it was as fully equipped and luxurious as was feasible in the 2+2 bodyshell. It copied the 924 in having a front-mounted, water-cooled engine and gearbox in unit with the rear axle. The engine was an all-alloy V-8 of 4474cc. There was a five-speed manual gearbox or a three-speed automatic and the chassis followed Porsche convention of independent suspension and disc brakes for all wheels. In August 1979 the 928S was announced. With modest increase in engine capacity and a sportier camshaft, power rose from 240 to 300 bhp. S cars have discreet front and rear spoilers and smooth wheel covers.


Porsche 944


Porsche 944


The 911, 924 and 928 were joined in 1982 by a new model, the 944. It followed the concept of the 924 by using a water-cooled, in-line four-cylinder engine with rear-mounted transmission but it was a very different car. The 2479cc engine had two balance shafts within each crankcase, belt driven in opposite directions to each other, at twice the engine speed. These generated opposing forces to those of the engine so that all balanced in the crankcase. The result was a very smooth car, faster than a 924 and also attractively priced. From 1986 there were S and Turbo versions and inevitably, a year or so later the 944 Turbo S, a superb machine with a top speed of over 160mph (256km/h).


Thank you for reading my guide and I hope you found it interesting!

Morris Minor: Van, Works Rally, Traveller

What was your very first car? Please leave a comment below and share your memories.


Morris Minor


This is one of many illustrated classic car guides I've created for the community. I hope you enjoy it. If you wish to find out more about the classic Morris Minor car art featured in this guide please click here.


This features several classic Morris Minor car models.


Morris Minor Series 2


Morris Minor Series 2


An important range of improvements to the Morris Minor came in October 1954. Aside of tackling the question of more power, the 1954 face-lift introduced a much more modern looking and better-equipped vehicle. Gone was the old and slightly fussy radiator grille, replaced by an up-to-date horizontally slatted type, painted in off-white or body colour. The sidelights previously mounted in the front panel, were now carried in the wings themselves, beneath the headlamps. On the inside of the Morris Minor Series 2, the dashboard was revised with the speedometer centrally mounted, while changes to the seats and trim had the desired effect of modernising the interior considerably. Few mechanical changes came with the new look.


Morris Minor Pick-Up


Morris Minor Pick-Up


The unique Ice Cream Van formed part of a fleet of vehicles owned by the Lincolnshire firm of Skinners and was a familiar sight in the Boston area for a number of years. Originally starting life as a pickup, the model was adapted by its owners and used an extended rear-end with a rigid covered load bed. Today many of these light commercial variants can still be seen, albeit in restored condition, providing businesses with a reliable and appealing alternative to modern vehicles. The pick up version of the Minor was introduced along with the van and chassis cab in May 1953. When discontinued in 1971, well over 300,000 examples of these LCVs had been produced, with one third going for export.


Morris Minor Series MM Tourer


Morris Minor Series MM Tourer


The star small saloon of the 1948 Earls Court Motor Show was undoubtedly the new Morris Minor, which was described by The Autocar as "a real triumph of British design". Its good looks, unitary construction and new torsion bar suspension put it head and shoulders above any other saloon car in the same class on display. The Series MM Tourer model revived the small Morris open-car tradition, the previous Eights all having been available in the tourer form up to the war. Remarkably civilised, it enjoyed the same standard of trim as the saloon and with the hood raised the car still looked good, unlike most tourers of the period. Total Series MM production was 176,002.


Morris Minor Van


Morris Minor Van


The Morris Minor -based Light Commercial Vehicle range was introduced in 1953 providing businesses with a much needed light van (5 cwt, ¼-ton) as a replacement for the phased-out Morris Eight Series Z van. One major customer for the new model was the Post Office and over the next twenty years the GPO Morris Minor van was to become one of the most familiar sights on the British roads. Although the earliest models had rubber wings (to reduce damage from low-speed knocks) the GPO van changed little over the years, simply keeping pace with saloon car developments as they occurred.


Morris Minor Works Rally


Morris Minor Works Rally


The completion career of the Morris Minor was limited by two major factors during the car's prime years. Firstly, although scoring well on handling, the car was generally underpowered by comparison to its competitors and then, when the tuneable A-series engine was installed, the Minor was up against models like the A35, which had the crucial weight advantage. BMC did, however, campaign the Minor in selected events where they felt the car had a realistic chance of performing well. One marvellous early result was the 23rd place overall Pat Moss and Ann Wisdom achieved in their works Minor, NMO 933 in the 1957 Leige-Rome-Leige-Rally.


Morris Minor Traveller


Morris Minor Traveller


The Morris Minor Traveller, with its wood framed body was an addition to the range in October 1953. Mechanically identical to the other Series 2 Minors, the floorpan , sills and entire front end of the Traveller were common to the saloons. The standard steel roof finished at a point just above the door pillar where it was joined by an aluminium roof, which ran to the rear of the car. This was supported by the wooden framework, which bolted to the steel floorpan. The side panels were also in aluminium, but the rear wings, which differed slightly to those of the saloon, were in steel. The wood frame itself was made up of 50 pieces of seasoned ash, explaining the extra cost of the models, £599 on announcement, compared to the four-door's £560.


Morris Minor Fire Engine


Morris Minor Fire Engine


This unique non-production Morris Minor Fire Engine was built by the Body Development Department at Cowley for used as the first-response vehicle with Morris Motors. Small and low, it could move quickly through a congested factory and arrive at a source of fire well before a full-size appliance. The vehicle is based on an early prototype. Traveller chassis and entered service at the Morris Motors factory in 1952. Modifications were made to the vehicle in 1963, when it received a 1,098cc engine and gearbox in place of the original side-valve unit. TFC 953 remained in service until 1974, after which time it was disposed of by British Leyland. Later restored by the Historica Morris Fire Engine Club, this special Morris Minor now resides at the Heritage Motor Centre in Gaydon, Warwickshire.


Morris Minor Police Car


Morris Minor Police Car


With the introduction of Unit Beat Policing in the 1960s, numerous police forces across Britain chose the Morris Minor for their Panda Car requirements as it represented the ideal small car for this type of work. Cheap to buy and maintain, they became a familiar sight across Britain, some seeing service until the mid 1970s, long after the demise of the Minor in 1971. Usually two-door 1000 saloons, the striking panda livery consisted of white for the doors and that part of the roof forward of the B-posts, while the remainder of the vehicle was finished in Bermuda Blue. Interiors were usually black and of standard design except for the special zipped headlining, which was fitted to give access to the wiring for the roof-mounted illuminated Police sign.


Morris Minor 1000 Convertible


Morris Minor 1000 Convertible


In October 1962 the larger and more powerful 1,098cc engine arrived for the Morris Minor giving the car extra performance to help it compete against the competition, in particular the Ford Anglia and Vauxhall Viva. The 64.6 X 83.7 mm, 1,098cc engine gave 48bhp @ 5,100 rpm and differed from the 948cc unit in that it featured a strengthened ribbed crankcase, and a thrust washer at the centre main bearing. Compression was a fairly high 8.5 to 1 and an SU carburettor was still used. Total production for the open Morris Minor was only 74,960 cars, between 1948 and 1969, or in other words around six out of every hundred cars built, making these the rarest and most desirable models today.


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