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The Mini.
The MORRIS 850
This article is the first road test of the Morris 850 in Australia.
It is from ‘Australia Motor Manual’ of May 1 1961.
A TINY package full of big surprises, the Morris 850 includes more desirable motoring characteristics than some cars twice its size and almost double its price. Not the least of these is SAFETY.
The 850’s roadability irrespective of conditions is nothing less than fantastic and the top gear performance superior to many 1 to 1 ½ litre saloons.
The spacious interior accommodates four large adults with leg, head and elbow room to spare! Externally the car is unglamorous, its stumpy–nosed shape and bull–dog stance are decidedly British – Farina and Detroit are forgotten, however, the lines are not without an infectious quality.
The driver sits well back from the windscreen and though the seat to roof measurement is 34”, enough for six–footers, the seat is high off the floor.
The feeling of being ‘underneath’ the traffic, common to some tiny cars, is not a characteristic of the 850. Visibility in all directions is excellent.
All seats are covered with washable PVC material over foam rubber, and the form–fitting shape of the bucket seats in front is especially commendable.
ROOMY IN THE REAR
Knee room from rear seat passengers is 9 inches with the front seats at the middle of their 5 inch travel. Rubber floor mats are used front and rear. Stowage for small parcels is provided in large door pockets, seven inches deep compartments beside the rear seat and also below the rear seat.
The front hinged doors are large, permitting easy access, but the windows, of necessity, are the sliding variety. They were stiff and jammed when pushed well forward. However, both glass panels are movable and hand signals not difficult to make.
NO DASH PANEL
Instruments are limited to a speedometer without trip or tenths recorders, housed in a binnacle that protrudes from the firewall, and a fuel gauge set in the lower portion of the speedometer dial. Headlight high beam, oil pressure and battery discharge are indicated by warning lights also incorporated in the speedometer.
A fascia board, as popularly conceived, is absent, being replaced by the aforementioned binnacle and a full width parcels tray which embodies a switch panel at its centre.
Interior light is obtained from port holes on either side of the binnacle and just suffices to illuminate the ignition lock.
All switches are of positive tumbler action and a credit to the makers.
The starter button is located on the floor within easy reach of the drivers left hand, a novel position today, but a common one in the days of the T-Model. Accidental operation with the heel is prevented by a protective ring.
The pedals are of the pendant type, well spaced and leaving ample resting room for the left foot. The dipper switch is conveniently placed farther to the left.
The cleverly shaped diminutive luggage boot contains 5 ¾ cubic feet of space plus the petrol tank and spare wheel. The boot lid is hinged at its lower edge and can be used tail-gate fashion. However, in this position the rubber mat may chafe on the body or the wire lid supports weaken if heavy articles are carried regularly.
Dust and water proofing of boot and passenger compartments proved 100% effective on test, but when left standing in driving rain for a period a leaking window channel allowed a little water to collect in the passenger side door pocket.
GOOD FINISH FOR PRICE
On the whole the quality of workmanship and materials used for the body is good, price considered, but a few of the visible joins and edges could be neater.
To match the cars load capacity it has a much larger engine than one usually finds in a minicar. It is a conventional 4 cylinder OHV engine of 850 cc’s capacity and develops 34 b.h.p., which is only a little less than the VW engine, but in a vehicle 3 cwt lighter.
Though the engine compartment is virtually filled the engine is readily accessible for minor service including valve grinding, but repairs to the bottom half and gear-box final-drive unit are major operations requiring engine removal.
To cope with this situation the power unit and the front suspension are carried by a separate sub-frame which is solidly mounted to the body at six points.
Drive is to the front wheels via a 4-speed gear-box, spur and differential gears, rubber-bushed universal joints, splined half-shafts and constant-velocity drive joints.
RUBBER CONE SUSPENSION
Suspension, independent on all wheels, is by rubber cones in compression and is controlled by telescopic dampers. The rubber cones are placed vertically at the front and the wheels carried on equal length wish-bones. The rear cones are horizontal with the wheels attached to trailing arms which pivot from the sub-frame.
On the road the selection of the relatively hefty power plant as applauded at the first take-off as the car quietly flows away with, or ahead of, the traffic and any thoughts held despite the air of spaciousness, that the car is a baby, are dispelled.
GOOD TORQUE CHARACTERISTICS
On level going, with two persons aboard, the 850 will pull away from 10mph in third gear and 20mph in top gear without objection and safe passing in top can be accomplished from 30mph onwards, thus the car will be a favourite with drivers who dislike gear changing.
On the other hand, for the enthusiastic driver, a nimbleness usually confined to more costly machinery is there to be enjoyed – simply by using the gears to best advantage.
The synchromesh works well, if a little slowly and some drivers may find the lever could be closer to hand. A quick up-change to third can easily draw a blank alley opposite reverse.
Though the ideal cruising speed is about 55 mph sustained driving at 70 mph brought no complaint from the mechanical parts and was well within the roadholding ability.
Wind noise was never really noticed but body noise when travelling on coarse bitumen surfaces was noticeable at 60 mph. Fan whirr, a nuisance in prototypes, has been almost completely eliminated and exhaust and mechanical noises were pleasantly absent. The transmissions only sound was a slight ‘sing’ from the final-drive spur gears.
FANTASTIC ROADABILITY
Roadability is truly fantastic and to me this is the car’s greatest feature. Irrespective of road or weather conditions stability and adhesion set new standards for family saloons.
No single design characteristic is responsible for this aspect of the car. It stems from the combined attributes of front wheel drive, small wheels placed at the four extremities, good power-to-weight ratio, quick steering, virtually skid-free braking and all independent suspension.
Driving is simplicity itself and the lack of vices means safer motoring for the inexperienced. Panic braking from 45 mph on wet bitumen (hands off the wheel) and half way through corrugated gravel corners failed to disturb the inherent good manners.
Road adhesion extended to the point of tyre screaming around main road corners in heavy rain. The ride over rough going was good and judder on exceptionally deep corrugations the only cause of criticisms.
Fuel consumption was remarkably good at 46.7 mpg, hard driven, but the touring range is limited.
In brief, the Morris is a car of entirely new concept, devoid of non-essentials but capable of carrying four persons quickly, safely and comfortably. At last – a compact car, despite American claims.
SPECIFICATIONS
Make ………………………Morris
Model ……………………. 850 Saloon
Price ……………………… 825 pounds with tax
Test car from B.M.C. (Aust) Ltd, Zetland. N.S.W.
ENGINE
Cylinders: 4. Bore: 63 mm. Stroke: 68.26 mm.
Capacity: 848 cc. Comp. Ratio: 8.3:1.
Valve Gear:
O.H.V. (Pushrod).
Carburettors: SU downdraft.
Max. B.H.P.: 3400 r.p.m.
Max. Torque: 44ft/lbs
at 2900 r.p.m.
Piston speed at 5000 r.p.m. : 2465
ft/min.
Battery: 12v.
TRANSMISSION
Clutch: Single dry plate, hydraulic operation,
Gear ratios:
1st, 12.653: 2nd, 8.177: 3rd, 5.316,
4th, 3.765: Reverse, 13.658.
Propeller shaft: Nil,
Final drive: Helical cut spur gears, Ratio: 3.765.
SUSPENSION
Front: I.F.S. rubber cones and wishbones,
Rear:
I.R.S. rubber cones and trailing arms, Spring
Dampers: Telescopic, hydraulic.
STEERING
Steering gear: Rack and pinion, Turn Circle:30 ft.
BRAKES
Lockheed hydraulic with load compensation.
Lining area: 67.5 sq. ins.
EXTERIOR DIMENSIONS
Wheelbase: 6 ft 8 ins.
Length: 10 ft.
Width:
4 ft. 7 ins.
Height: 4 ft. 5 ins.
Ground clearance:
7 ins.
Tyres: 5.20 x 10,
Petrol tank: 5 ½ gals.
Weight: 11 ½ cwt,
Track: Front, 3 ft. 11 ¾ ins.;
Rear, 3 ft. 9 7/8 ins.
INTERIOR FITTINGS
Door actuated courtesy lights: No. door-pulls: yes.
Parcels tray: yes. Parcels shelf: yes, Glove box: no,
Twin sun visors: yes, Map pockets: no, Heating and
Demisting: no,
Ashtrays: front and rear, yes,
Padded
Fascia: no, Front hinged doors: yes,
Windscreen
Washer: yes.
PERFORMANCE
INSTRUMENTS:
Speedometer at 40 m.p.h., 2.5
m.p.h. fast.
Mileometer, accurate.
MAXIMIUM SPEEDS:
Mean of four opposite runs,
72 m.p.h.
Best one way speed, 74 m.p.h.
SPEEDS IN GEARS:
1st: 25 m.p.h.,
2nd: 39 m.p.h.
3rd: 60 m.p.h.
4th: 72 m.p.h.
ACCELERATION FROM REST:
0 – 30 m.p.h 6.7sec
0 – 40 m.p.h. 11.7 sec.
0 – 50 m.p.h. 18.5 sec.
0 – 60
m.p.h. 29.0 sec.
ACCELERATION FROM SPEEDS:
10 – 30 m.p.h.(3rd)
8.5sec.;
20 – 40 m.p.h. (3rd) 9.6sec. (top) 13.0sec.;
30 – 50 m.p.h. (3rd) 9.4sec. (top) 15.3sec.;
40-60 m.p.h.
(top) 19.3sec.
STANDING ¼-MILE: 25.4sec.
EMERGENCY STOP: 30 – 0 m.p.h. 27ft. 6 ins.
OVERALL FUEL CONSUMPTION: 46.7 m.p.h.
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