The Morris Register
© Copyright Morris Register of New Zealand Inc (Auckland)
Morris 12 1934-1939
Morris Twelve is a model of Morris car introduced without fanfare in the autumn of 1934 as little
more than a larger engined Morris Ten Four for which just another £5 was asked. The chassis
and body were of the slow-selling longer wheelbase Ten Six. The engine though awarded a tax
rating of 11.98 hp had a cubic capacity of 1548cc compared with Morris's 1292cc (10 hp) Ten
Four and 1378cc (12.09 hp) Ten Six.
This resulted from the vagaries of the Treasury's tax rating formula which took no account of
the length of the engine's stroke. Very long stroke engines such as were given the Twelve
provided good low speed torque at the expense of reliability at higher rpm. Such engines were
unable to make full use of better fuels and the improved engine breathing techniques that were
coming available. Morris briefly promoted the series II car with the note that it performed just
like a 14 horsepower car but that brought about a clash from the summer of 1936 when Morris
began to supply a six-cylinder 1818cc Morris Fourteen.
While both this new Twelve and the Ten variant Ten Six models appeared in the Morris
catalogue for 1935 the slow selling Ten Six was soon dropped. The Twelve remained in
production until war intervened and was replaced after the war by the 1476cc but 13½
horsepower Morris Oxford MO.
Each new model showed further integration of the structure of chassis and body. The post-war
replacement, Morris Oxford MO, was close to full unitary construction.
The Morris Twelve Four appeared in the autumn of 1934, probably overshadowed by the
promotion of the new model Morris Eight. It was also after three years when it had been sold
as a Morris Cowley. When named Cowley it had been available with the Oxford's 1802cc
engine as well as the 1548cc engine.
This Twelve shared much with Morris's 1292cc Ten Four and 1378cc Ten Six using the Ten
Four gearbox and ratios but with wider wheels and larger section tyres than either of the
smaller-engined cars and it used, with modifications, the wheelbase of the Ten Six which was
six inches more than the Ten Four. The wheelbase was almost an inch longer than the Ten Six.
It also had a fuel tank which held a gallon more than either of the other cars.
Brakes suspension steering
Lockheed hydraulic brakes were fitted on all four wheels, the handbrake on the rear wheels
using a mechanical linkage. Suspension was by long semi-elliptic springs at front and rear with
Armstrong hydraulic shock absorbers. Steering was by Bishop cam.
more than a larger engined Morris Ten Four for which just another £5 was asked. The chassis
and body were of the slow-selling longer wheelbase Ten Six. The engine though awarded a tax
rating of 11.98 hp had a cubic capacity of 1548cc compared with Morris's 1292cc (10 hp) Ten
Four and 1378cc (12.09 hp) Ten Six.
This resulted from the vagaries of the Treasury's tax rating formula which took no account of
the length of the engine's stroke. Very long stroke engines such as were given the Twelve
provided good low speed torque at the expense of reliability at higher rpm. Such engines were
unable to make full use of better fuels and the improved engine breathing techniques that were
coming available. Morris briefly promoted the series II car with the note that it performed just
like a 14 horsepower car but that brought about a clash from the summer of 1936 when Morris
began to supply a six-cylinder 1818cc Morris Fourteen.
While both this new Twelve and the Ten variant Ten Six models appeared in the Morris
catalogue for 1935 the slow selling Ten Six was soon dropped. The Twelve remained in
production until war intervened and was replaced after the war by the 1476cc but 13½
horsepower Morris Oxford MO.
Each new model showed further integration of the structure of chassis and body. The post-war
replacement, Morris Oxford MO, was close to full unitary construction.
The Morris Twelve Four appeared in the autumn of 1934, probably overshadowed by the
promotion of the new model Morris Eight. It was also after three years when it had been sold
as a Morris Cowley. When named Cowley it had been available with the Oxford's 1802cc
engine as well as the 1548cc engine.
This Twelve shared much with Morris's 1292cc Ten Four and 1378cc Ten Six using the Ten
Four gearbox and ratios but with wider wheels and larger section tyres than either of the
smaller-engined cars and it used, with modifications, the wheelbase of the Ten Six which was
six inches more than the Ten Four. The wheelbase was almost an inch longer than the Ten Six.
It also had a fuel tank which held a gallon more than either of the other cars.
Brakes suspension steering
Lockheed hydraulic brakes were fitted on all four wheels, the handbrake on the rear wheels
using a mechanical linkage. Suspension was by long semi-elliptic springs at front and rear with
Armstrong hydraulic shock absorbers. Steering was by Bishop cam.
Series I
Twelve Four six-light saloon registered
December 1934
Morris Twelve Four
Overview
Manufacturer
Morris Motors Limited
Body & Chassis
Body style
•
4-door 4-seater saloon with a "fixed head" or
sliding head" aka "sunshine
roof"
•
Chassis only (for own coachwork)
Layout
Font engine rear wheel drive
Platform
Separate chassis frame with X
stiffening members
Powertrain
Engine
1548cc side-valve in-line four cylinder
Transmission
Four-speed gearbox with syncromesh; single plate
clutch with cork inserts lubricated from the crankcase;
Spicer tubular propeller shaft with needle type
universal joints takes the drive to the silent spiral bevel
final drive. The back axle is of the three-quarter
floating type.
Dimensions
Wheelbase
2,590.8 mm (102.0 in) 8' 6"
track 1,219.2 mm (48.0 in) 4' 0"
Length
3,962.4 mm (156.0 in)
Width
1,562.1 mm (61.5 in)
Height
1,701.8 mm (67.0 in)
Chronology
Predecessor
Morris Cowley
Successor
series II
clutch with cork inserts lubricated from the crankcase;
Spicer tubular propeller shaft with needle type
universal joints takes the drive to the silent spiral bevel
final drive. The back axle is of the three-quarter
floating type.
Dimensions
Wheelbase
2,590.8 mm (102.0 in) 8' 6"
track 1,219.2 mm (48.0 in) 4' 0"
Length
3,962.4 mm (156.0 in)
Width
1,562.1 mm (61.5 in)
Height
1,701.8 mm (67.0 in)
Chronology
Predecessor
Morris Cowley
Successor
series II
Series II was announced on Friday 17 May 1935 along with a new Ten Four as a kind of extra
note tagged to the main Ten Four display advertisement - "You can have a twelve horsepower
model for £5 extra.
The series II came with a new longer and lower body with all passengers seated within the
wheelbase, narrow windscreen pillars and wide windscreen. Special construction of the body
and frame bolted together was designed to produce a strong double box section. New built in
luggage accommodation at the rear of the body was accessible by lifting the rear seat's hinged
backrest, the previous Twelve had no covered luggage space. An external folding luggage grid
was continued from the last car to cope with any extra luggage. The, new to the Twelve,
Special coupé continued to have its special inbuilt luggage container. New instrumentation for
the driver included an enlarged speedometer. Direction indicators were now concealed within
the body and controlled from the steering wheel and given a driver's warning light in the centre
of the wheel. The pedals were now mounted directly to the frame (chassis) and free from
vibration.
A new three-speed syncromesh gearbox was fitted along with standard Jackall built-in hydraulic
jacks and Magna wired wheels. (It should be noted that a 3-speed gearbox produced at least a
25% reduction in anxiety level for most drivers. Suburban streets shivered to the sound of
grating gears in pre-syncromesh gearboxes). Easy-clean pressed steel wheels with six-stud
fixing became available, initially as an option but in either case they carried 5.75—16 extra low
pressure tyres of a smaller section than the previous model. A spare wheel with its tyre was
carried in a sunken panel on the back of the car and a steel cover was supplied for it on the
dearer sliding head model which also carried toughened glass in its side and rear windows.
Electrical fittings now included a single acting foot-operated switch to dip the headlights and
raise them when pressed again. A single electric windscreen wiper mounted on the lower
screen rail was supplied to provide clear forward vision in poor weather
Following the 1936 annual Motor Show when no new variations were offered (No Change for
Olympia[8]) Morris inserted large display advertisements offering to buyers of all their cars
bigger than the Morris Eight a choice of:
•
3-speed gearbox and Jackall hydraulic jacks
•
or 4-speed gearbox without Jackall hydraulic jacks
•
or 4-speed gearbox with Jackall hydraulic jacks at £5 extra
Easyclean wheels optional without extra cost
Three months after they had been first offered as an option —during which 92% of buyers
chose the four-speed gearbox— the four-speed gearbox was made standard equipment.
Road test
The Times' testers said "the four-door six-light body offers ample space for four large persons,
neither elbow nor leg room being cramped, there is unusually good headroom." They also
reported that passengers were given a high view useful when touring. Entrance to the front
seats was regarded as very fair and it was noted that it was possible for the driver to slide in
from the near-side. The restricted entrance behind, unless the seats were slid forward, was
noted. The whole car's exterior was viewed as "tidy looking" and easy clean wheels were
thought to help that attractive appearance. The back axle, it was complained, produced a light
hum.
note tagged to the main Ten Four display advertisement - "You can have a twelve horsepower
model for £5 extra.
The series II came with a new longer and lower body with all passengers seated within the
wheelbase, narrow windscreen pillars and wide windscreen. Special construction of the body
and frame bolted together was designed to produce a strong double box section. New built in
luggage accommodation at the rear of the body was accessible by lifting the rear seat's hinged
backrest, the previous Twelve had no covered luggage space. An external folding luggage grid
was continued from the last car to cope with any extra luggage. The, new to the Twelve,
Special coupé continued to have its special inbuilt luggage container. New instrumentation for
the driver included an enlarged speedometer. Direction indicators were now concealed within
the body and controlled from the steering wheel and given a driver's warning light in the centre
of the wheel. The pedals were now mounted directly to the frame (chassis) and free from
vibration.
A new three-speed syncromesh gearbox was fitted along with standard Jackall built-in hydraulic
jacks and Magna wired wheels. (It should be noted that a 3-speed gearbox produced at least a
25% reduction in anxiety level for most drivers. Suburban streets shivered to the sound of
grating gears in pre-syncromesh gearboxes). Easy-clean pressed steel wheels with six-stud
fixing became available, initially as an option but in either case they carried 5.75—16 extra low
pressure tyres of a smaller section than the previous model. A spare wheel with its tyre was
carried in a sunken panel on the back of the car and a steel cover was supplied for it on the
dearer sliding head model which also carried toughened glass in its side and rear windows.
Electrical fittings now included a single acting foot-operated switch to dip the headlights and
raise them when pressed again. A single electric windscreen wiper mounted on the lower
screen rail was supplied to provide clear forward vision in poor weather
Following the 1936 annual Motor Show when no new variations were offered (No Change for
Olympia[8]) Morris inserted large display advertisements offering to buyers of all their cars
bigger than the Morris Eight a choice of:
•
3-speed gearbox and Jackall hydraulic jacks
•
or 4-speed gearbox without Jackall hydraulic jacks
•
or 4-speed gearbox with Jackall hydraulic jacks at £5 extra
Easyclean wheels optional without extra cost
Three months after they had been first offered as an option —during which 92% of buyers
chose the four-speed gearbox— the four-speed gearbox was made standard equipment.
Road test
The Times' testers said "the four-door six-light body offers ample space for four large persons,
neither elbow nor leg room being cramped, there is unusually good headroom." They also
reported that passengers were given a high view useful when touring. Entrance to the front
seats was regarded as very fair and it was noted that it was possible for the driver to slide in
from the near-side. The restricted entrance behind, unless the seats were slid forward, was
noted. The whole car's exterior was viewed as "tidy looking" and easy clean wheels were
thought to help that attractive appearance. The back axle, it was complained, produced a light
hum.
Series II
Morris Twelve Series II
Series II six-light saloon 1935 with Magna
(wire) wheels
Overview
Manufacturer
Morris Motors Limited
Body and chassis
Body style
•
4-door 4-seater saloon with a "fixed head" or
"sliding head" aka "sunshine roof"
•
2-door Special coupé Chassis only (for own
coachwork)
Layout
front engine rear wheel drive
Platform
body and chassis together form
a rigid structure incorporating the body flooring as
part of the chassis structure
Related
Morris Ten
Powertrain
Engine
1548cc side valve inline four
. cylinder.
Transmission
Three-speed gearbox with syncromesh on 2nd and
top gears; single plate clutch with cork inserts
lubricated from the crankcase; Spicer tubular
propeller shaft with needle type universal joints
takes the drive to the silent spiral bevel final drive.
The back axle is of the three-quarter floating type
•
Four-speed gearbox optional from
November 1936
•
Four-speed box standardised end February
1937
Dimensions
Wheelbase
2,540 mm (100.0 in) 8' 4"
track 1,270 mm (50.0 in) 4' 2"
Length
4,191 mm (165.0 in)[2]
Width
1,549.4 mm (61.0 in)
Height
1,625.6 mm (64.0 in)
Special coupé1,600 mm (63.0 in)
Kerb weight
2,296 kg (5,062 lb) 20 cwt 2 qr
Chronology
Predecessor
Twelve
Successor
Series III
Body and chassis
Body style
•
4-door 4-seater saloon with a "fixed head" or
"sliding head" aka "sunshine roof"
•
2-door Special coupé Chassis only (for own
coachwork)
Layout
front engine rear wheel drive
Platform
body and chassis together form
a rigid structure incorporating the body flooring as
part of the chassis structure
Related
Morris Ten
Powertrain
Engine
1548cc side valve inline four
. cylinder.
Transmission
Three-speed gearbox with syncromesh on 2nd and
top gears; single plate clutch with cork inserts
lubricated from the crankcase; Spicer tubular
propeller shaft with needle type universal joints
takes the drive to the silent spiral bevel final drive.
The back axle is of the three-quarter floating type
•
Four-speed gearbox optional from
November 1936
•
Four-speed box standardised end February
1937
Dimensions
Wheelbase
2,540 mm (100.0 in) 8' 4"
track 1,270 mm (50.0 in) 4' 2"
Length
4,191 mm (165.0 in)[2]
Width
1,549.4 mm (61.0 in)
Height
1,625.6 mm (64.0 in)
Special coupé1,600 mm (63.0 in)
Kerb weight
2,296 kg (5,062 lb) 20 cwt 2 qr
Chronology
Predecessor
Twelve
Successor
Series III
Series III
Announced 20 August 1937
A new booted shape with better seating and a new engine was announced in August 1937 and
designated series III. The electrical system was now 12-volt. The engine had been introduced
to power the Wolseley 12/48 and the MG VA in October 1936 though that did not enter
production until mid 1937.
Badged Morris 12 but described in its early brochures as The Morris Twelve-Four (series III) its
major advances on the previous 12 were the overhead valve engine, more rounded edges for
the shorter smoother new body on a smaller wheelbase and now it had a real boot with outside
access to any luggage it held. This new container's nearly ten cubic feet might be amplified by
leaving the lid open which then formed a luggage rack. The spare wheel with its tyre was now
carried independently below the luggage compartment and fully enclosed. The four-speed
gearbox had been given better syncromesh and silent helical type gears for second third and
top. Aside from the transmission tunnel the floor was now quite flat without footwells.
Easy-clean pressed steel wheels carried extra low pressure 5.50—16 tyres of a slightly smaller
section than previously. Useful conveniences included clearer instrumentation, self-cancelling
trafficators and now twin windscreen wipers with remote silent drive and independent
operation. There was an automatically actuated stoplight at the back of the car.
Particular care had been taken to ensure draught-free ventilation by scuttle ventilators and
hinged rear quarter-lights. The windscreen was hinged at the top for clearer sheltered wet-
weather unmisted vision after dark. The front windows were fitted with louvres and, when open,
the windows provided an extractor effect at their rear edge. The steering was by Bishop cam.
The rigid axle suspension for both front and rear was controlled by long semi-elliptic springs
aided by Armstrong hydraulic dampers.
A Special coupé body, they were features of almost all the Morris range for more than a
decade, was no longer available but a "rolling" chassis remained in the catalogue for those who
wished to have their car fitted with special coachwork. These very complete chassis kits
included wings, running-boards, headlamps, instruments, spare wheel and complete tool kit.
Road test
The Times motoring correspondent declared the car had good room for four occupants and
their head clearance, he said, was not unduly low. It was also noted the 4-wheel brakes were
hydraulic and used the Lockheed patents. The new engine greatly reduced the need for gear
changing. The car was described as commendably stable and the front seat passengers
travelled comfortably. However at the back with orthodox front suspension there was more
movement but the springing, so far as it went, was good. Steering was a star feature, firm yet
light and without wandering or hesitation. About 70 miles an hour could be reached on top gear.
As The Times puts it, "the orthodox front suspension", Morris's obsolescent rigid front axle,
forced the passengers well back in the car into the six-light saloon shape despite the new-
found preference for carrying all passengers "within the wheelbase". Once independent
suspension was introduced, which was not in this case until 1948 and the Twelve's Oxford MO
replacement, the engine could be right at the front of the car without leaving clearance below it
for a rigid front axle.
designated series III. The electrical system was now 12-volt. The engine had been introduced
to power the Wolseley 12/48 and the MG VA in October 1936 though that did not enter
production until mid 1937.
Badged Morris 12 but described in its early brochures as The Morris Twelve-Four (series III) its
major advances on the previous 12 were the overhead valve engine, more rounded edges for
the shorter smoother new body on a smaller wheelbase and now it had a real boot with outside
access to any luggage it held. This new container's nearly ten cubic feet might be amplified by
leaving the lid open which then formed a luggage rack. The spare wheel with its tyre was now
carried independently below the luggage compartment and fully enclosed. The four-speed
gearbox had been given better syncromesh and silent helical type gears for second third and
top. Aside from the transmission tunnel the floor was now quite flat without footwells.
Easy-clean pressed steel wheels carried extra low pressure 5.50—16 tyres of a slightly smaller
section than previously. Useful conveniences included clearer instrumentation, self-cancelling
trafficators and now twin windscreen wipers with remote silent drive and independent
operation. There was an automatically actuated stoplight at the back of the car.
Particular care had been taken to ensure draught-free ventilation by scuttle ventilators and
hinged rear quarter-lights. The windscreen was hinged at the top for clearer sheltered wet-
weather unmisted vision after dark. The front windows were fitted with louvres and, when open,
the windows provided an extractor effect at their rear edge. The steering was by Bishop cam.
The rigid axle suspension for both front and rear was controlled by long semi-elliptic springs
aided by Armstrong hydraulic dampers.
A Special coupé body, they were features of almost all the Morris range for more than a
decade, was no longer available but a "rolling" chassis remained in the catalogue for those who
wished to have their car fitted with special coachwork. These very complete chassis kits
included wings, running-boards, headlamps, instruments, spare wheel and complete tool kit.
Road test
The Times motoring correspondent declared the car had good room for four occupants and
their head clearance, he said, was not unduly low. It was also noted the 4-wheel brakes were
hydraulic and used the Lockheed patents. The new engine greatly reduced the need for gear
changing. The car was described as commendably stable and the front seat passengers
travelled comfortably. However at the back with orthodox front suspension there was more
movement but the springing, so far as it went, was good. Steering was a star feature, firm yet
light and without wandering or hesitation. About 70 miles an hour could be reached on top gear.
As The Times puts it, "the orthodox front suspension", Morris's obsolescent rigid front axle,
forced the passengers well back in the car into the six-light saloon shape despite the new-
found preference for carrying all passengers "within the wheelbase". Once independent
suspension was introduced, which was not in this case until 1948 and the Twelve's Oxford MO
replacement, the engine could be right at the front of the car without leaving clearance below it
for a rigid front axle.
Morris Twelve Series III
12/4 series III six-light saloon
Overview
Manufacturer
Morris Motors Limited
Body and chassis
Body style
•
4-door 4-seater saloon with a "fixed
head" or "sliding head" aka "sunshine
roof"
•
Chassis only (for own coachwork)[9]
Platform
double box section frame the
second box within the body structure and bolted
to the frame, box section scuttle
Powertrain
Engine
1548cc overhead valve inline four
cylinder.
Transmission
Four-speed gearbox with syncromesh on 2, 3 and 4th
gears; single dry-plate clutch; Spicer tubular propeller
shaft with needle type universal joints takes the drive
to the silent spiral bevel final drive. The back axle is
three-quarter floating with a one-piece banjo
Dimensions
Wheelbase
2,438 mm (96.0 in) 8' 0"
track 1,270 mm (50.0 in) 4' 2"
Length
4,064 mm (160.0 in) 160"[9]
Width
not supplied
Height
1,651 mm (65.0 in) 65"[9]
Kerb weight
1,130.4 kg (2,492 lb) 22¼ cwt
Chronology
Successor
Morris Oxford MO announced 1948
Body and chassis
Body style
•
4-door 4-seater saloon with a "fixed
head" or "sliding head" aka "sunshine
roof"
•
Chassis only (for own coachwork)[9]
Platform
double box section frame the
second box within the body structure and bolted
to the frame, box section scuttle
Powertrain
Engine
1548cc overhead valve inline four
cylinder.
Transmission
Four-speed gearbox with syncromesh on 2, 3 and 4th
gears; single dry-plate clutch; Spicer tubular propeller
shaft with needle type universal joints takes the drive
to the silent spiral bevel final drive. The back axle is
three-quarter floating with a one-piece banjo
Dimensions
Wheelbase
2,438 mm (96.0 in) 8' 0"
track 1,270 mm (50.0 in) 4' 2"
Length
4,064 mm (160.0 in) 160"[9]
Width
not supplied
Height
1,651 mm (65.0 in) 65"[9]
Kerb weight
1,130.4 kg (2,492 lb) 22¼ cwt
Chronology
Successor
Morris Oxford MO announced 1948
