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They had never made an engine until they met William Morris, but had excellent machine shop facilities and a very experienced workforce, and were looking about for work after the war. Often the management are not all enthusiasts, but businessmen and women, and a good idea in business is to use common base components.
The feeling you had as the car lurched forward, assuming you chose first gear! is to recapture that first thrill, to feel you want to control it. They were to join forces as the British Motor Corporation, ( BMC,) after the war, in 1952, then British Leyland, (BL), in 1968, then the Rover Group in 1986. motor car comes into the picture in approximately 1923/24, evolved by Cecil Kimber, in the early days of the Automobile. Experienced assembly line workers, worth their weight in gold, at Morris Engines, could select the correct parts to fit together within the tolerances.It did not take long to be able to control the engine, you quickly learned how to use a clutch and accelerator, then hopefully, the brakes. Today's cars are just bits of technology to use, from A to B. The internal combustion engine ( ICE,) has now been with us for some considerable time, and it must now be under the bonnets of millions upon millions of vehicles worldwide. The engines used before then were purchased from outside the main Morris Company, but as the Morris empire grew and grew, so he began to buy up his suppliers. Morris paid good wages and had a large staff of Quality Inspectors, and used the best materials.Their reliability is marvellous, but there is no fun anymore. The company of Hotchkiss in Gosford Street, Coventry were purchased in 1923 to be renamed Morris Engines Branch. 'Z' Magnette in 1953, Austin engines were used under the umbrella of the British Motor Corporation, or BMC for short. Such nuts and bolt heads had to be used with spanners that are termed "A/F", indicating the distance Other items used with the Morris engine were made by outside contractors, and they too were taken over one by one, so that Osberton Radiators became Morris Radiators in 1922 as Morris was their only customer. So unlike Rolls Royce, cars for the masses like Morris and M. are not perfect, but as close as possible within a price.They supplied Morris with the engines for the later model of the Bull Nose ( and M. Hotchkiss et Cie had moved to the United Kingdom from France in WW1 to escape the Germans, to continue making armaments, and carried on using their original machine tools and equipment. Such nuts and bolts have British BSW/BSF head sizes, so that the average British DIY owner or motor mechanics tool kit could still be used, but with these odd metric threads. These BMC engines used American based Unified Fine (UNF) and course (UNC) threads, ( ANF & ANC in the USA,) in the 'A','B' and 'C' series M. Skinners Union who made SU carburetters for Morris were purchased in 1926. Like other manufacturers, parts that failed the 'go, no-go' gauges were then machined to the next size for 'exchange engines', ie becoming an undersize crankshaft, or a Motor manufacturers are companies, and companies exist to make money, not cars.It is an information book for an enthusiast by an enthusiast, who saw something somewhere about M. Within these pages is information and my views, about the engines that M. used after the company had come under firm control of Morris Motors Ltd. Then there was the day you actually first drove a car, or in my case a small Ferguson tractor. It matters not which model you drive, leave the worrying over whether it is a 'real M. Let us now look under the bonnet and find out about the engines story, why it is there, where it came from, and to whom it is related. To limit this, pistons would be graded so the assembler could select a set that would not be so slack.Other reference matter, some read a long time ago I might add, was 'M. This thing with an engine in it, the feeling of power, it scared you that you would have to control this energy. Engines from Austin, Morris, Triumph, and Roverwere fitted to M. An old saying goes that Morris are cars that stop but do not go, and Austin are cars that go but do not stop, a reference to the immediate pre-war pairs competitors models; one had good brakes, the other good engines. The Hotchkiss 'side valve' (sv) and Morris/Wolseley 'overhead camshaft' (ohc) engines used by M. Camshafts and crankshafts would be under similar tolerances, ( ie, a half to one thou' plus or minus,) simply because machines did not exist that could turn out thousands of parts without tiny differences.
**A special thank you must go to Malcolm Taylor of the MGOCC, and John Lawson of the 'Y' Register, for their help with this rather involved book. Others go too deep and lose the reader in a morass of figures and graphs. such as its engine, has to be looked at with the view that after 1935 M. used and developed Morris, and later, BMC/BL, then Rover, parts for their own use. A blue print is a 'working copy' of the drawing of the engine from the design office.
books about, full of excellent photographs and text, that gloss over important technical parts, or simply do not mention them. It would be nice to be able to use the best materials, and hand assemble the accurately machined components to the 'Blue Print'.
Smith; 'The Magic of MG' , 'MG, Magic of the Marque' by Mike Allison;and 'MG The Untold Story' by David Knowles. This book is a collection of information and stories I have collected over about 30 years, with obvious reference to MG history books. Francis; 'BMC 'B' Series' by Lindsay Porter; 'Tuning the 'A' Series', by David Vizard; 'Post War Baby Austins', by Barry Sharratt; 'Morris Bullnose & Flatnose', by Peter J. This is not a historical epistle, nor is it a life story of M. Your Dads car perhaps, in the garage, or on the drive, when he was not about. are after all only 'Safe and Fast' cars that rely on well proven parts from others, be it either Morris or later BMC/BL. We are a very lucky generation, in that we have the motor car for pleasure. The engine must be designed for an assembly line as well as a long life. As a mass produced component for millions of cars, an engine has to have tolerances, meaning that a cylinder bore will be between two sizes, the variation often between two-thousandths of an inch, ( 0.002"), and the piston being made to similar limitations.
history about, it would be utterly pointless trying to retell it all. Wilson Mc Comb; 'Tuning and Maintenance of MG's' by Phillip H. The excellent engine drawings included are those of Motor, Autocar, Sphere, and Light Car magazine technical artists, and are shown as an 'art' of their times. The fact that it started just because you pushed a button, pulled a knob, or turned a key? In reality the manufacturer has to use metals that are cheap, hard wearing, will machine easily, and take up complicated cast shapes. was originally a small part of a huge motor manufacturer, Morris, they were limited to using parts that were available from the huge corporate parts bin.
by Mc Comb', 'Magic of the Marque', 'Mc Comb, Maintaining the Breed', all by F. The simple aim of this book is to get round the difficulty of finding out that odd bit of information you know you saw somewhere. Some enthusiasts either forget, or choose to ignore this. Do you remember the first time you ever started up a cars engine? became part of The Nuffield Organisation, from the little TA Midget right up to the latest Rover/M. They were blue because of the method of copying such large drawings in those days.
It is not a workshop manual, even though there are hints and tips from experience of working on them, on the XPAG, 'A', 'B' & 'C' series, and the V8, all of which I have owned and run for a number of years, ( especially the XPAG and 'B'.) It is not a history book, even though the chapters and models are in order. The political infighting, and hard commercialism of production and profits does not interest me, so I have deliberately avoided it. Davidson;'The Book of the Austin A40', by Ellison Hawks; 'Wolseley Cars' and 'Morris Engines', by D. Seymour; 'Y type Saloons & Tourers' by John Lawson; 'The Morris Story', by Brian Whittle, 'The Rover Story' and 'Triumph Spitfire' by Graham Robson; 'British Leyland', by Jeff Daniels; 'The Breakdown of Austin Rover', by Williams, Williams & Haslam; ''Metro', by Mark Steward; 'Lord Nuffield', by Peter Hull; 'The Private Motor Car', a collection ofthe Crompton-Lanchester Lectures to the IME in 1960; and many, many road tests found in the 'Brooklands Books' collection, from 'Autocar', 'Motor', 'the Light Car'; articles in the MGCC magazine 'Safety Fast'; articles in the MGOC magazine ' Enjoying MG'; articles in the MG Octagon CC magazine, 'Bulletin'; my own experiences since 1960, and items that I have forgotten from whence they came. It burst into life from its comatose state, and you heard the noise and felt its power through the seat and your foot on the accelerator. They are not super-fast cars, nor very large, nor expensive when made, ( though some can be today as people try to recapture their youth ....................that first thrill.) Ancient bits of hot steel and aluminium spinning, reciprocating, vibrating, and producing power, under your control. It cannot continue forever, let us enjoy them whilst we can. So a new engine piston could have up to 4 thou' "play" if assembly was not checked for quality.