There have in the past been certain complaints directed against British manufacturers for their so-called lack of attention to Overseas. Markets. While the standard 11.9 h.p. Morris-Cowley models and 14/28 h.p. Morris-Oxford models have won no uncertain measure of success in normal use the world Qver-a success that can be judged from the fact that very large numbers of Morris cars are daily being exported Overseasit has been decided to produce a Morris model which, while especially suited to cope with Overseas Conditions by reason of its sturdiness and robust construction, shall, at the same time, and because of its inbred qualities of power and refinement, make an equal appeal to those motorists at home who require a car larger, more powerful and capable of accommodating still more roomy coachwork than that which is normally mounted on the 14/28 h.p. Morris-Oxford chassis.

After many months of careful investigation of the factors involved, both as regards Home and Overseas conditions, the design of the '5·9 h.p. Morris-Oxford car has been evolved with the aim in view that it should be a car universally acceptable to motorists the World over. All the facilities for compiling information as to operating conditions; for research work; and for technical development that are to-day at the disposal of Morris Motors (1926) Ltd. have been embodied in its construction. It is presented to the public to-day as a highway developed and straightforward car-totally devoid of freakishness-honestly and soundly fashioned in its every part, and it will command the attention and respect of those who desire a car that will definitely and unhesitatingly cope with any conditions likely to be encountered anywhere the World over.

It is rugged and sturdy, and yet anything but clumsy. The complete open four-five-seater model weighs only 26 cwt. It has a ma.ximum speed high enough to suit the motorist who likes to cover long distances in short time on good roads. The four-speed gearbox gives "a gear for every grade," and on bottom gear extreme conditions of gradient and surface can be successfully tackled and overcome. The car is economical, averaging on actual test 24 miles to the gallon when covering 25 miles of Welsh hill roads inside the hour. The cruising gait is high-that is to say, its normal comfortable speed on a bare throttle opening on normal roads is between 35 and 42 m.p.h., on top of which there is a big margin of reserve.

In other words, this t5.9 h.p. Morris-Oxford falls short in no detail of performance when used on good roads such as are encountered in Great Britain.

Yet because of its abnormal clearance, big allowance for spring deftection, long supple springs both front and rear, sturdy frame, and the ability of the engine to stand up for hours to sheer, slogging pulling, it is essentially the type of car that successfully will negotiate backwood tracks, Alpine hill roads, long days of hard work under burning tropical sun, and any other conditions of extreme severity. As to its detail construction and equipment, the fact that it bears the name "Morris" is sufficient criterion of its value in these respects. Only the finest British metals are used in its construction, fashioned by highly skilled operatives, on the finest machine tools in Europe. From its equipment no item that could usefully be added has been omitted. Even an enginedriven tyre pump is included in the specification. The '5.9 h.p. Morris-Oxford is a car that will go far to further the prestige of British automobiles the World over.

Frame
Deep channel sectioned side members, inswept towards the front and upswept over the back axle, cross-braced by three direct cross members. and made rigid centrally by the cantilever construction of dropped runningboard hangers and cross stiffeners, form a rigid yet light foundation for the car. The wheelbase is 9 ft. 6 in., track 4 ft. 8 in. A particular feature is that ample axle movement has been allowed both front and rear. At the same time, and notwithstanding the fact that the centre of gravity for the car as a whole is low, there is extraordinary clearance between the lowest part of the chassis and the ground level.

The lowest part of the chassis, under normal loading, is the worm gear casing on the back axle. The clearance at this point is 101 in. The next lowest point on the chassis is the forward running-board bracket cross stay, which has a full clearance of II in. This effect has been achieved by mounting all the brake gear, both for the front and the back axles, above the axles instead of underneath as is normally the case. The result is that while the car has a normal appearance it is capable of negotiating the worst of colonial roads without restraint or danger.

The Power Unit
The four-cylinder engine, single-plate clutch and four-speed gearbox are built as a unit and mounted by three-point suspension in the frame. This ensures rigidity and no likelihood of misalignment of working parts due to possible frame distortion on bad roads. The bore and stroke are 80 mm. by 125 mm., and the R.A.C. rating of 15.9 h.p.

The drive from rhe engine is taken through a single-plate dry clutch of ample size to deal with the full engine torque without slipping, pressure on the friction faces being attained by eight springs operating on the sliding member, the single plare which takes the drive to the gearbox being held between two bonded asbestos fabric discs, one of which is secured to the flywheel member and the other to the sliding member. The leverage system for operating the clutch is so arranged that light pressure only is required on the pedal. Special precautions have been taken to prevent oil from the crankcase or the gearbox passing into the clutch pit.

The gearbox has gears of very wide face, mounted on large diameter splincd shafts running in ball bearings. Four speeds forward and a reverse arc provided, giving ratios of I to I, 1.7 to I, 2.4 to I, 3.5 to I and the reverse 4.45 to 1. The gear lever is centrally located and its action is positive and simple.

The Back Axel
From the gearbox the drive is taken through a single universal joint of the metal type by a propeller shaft that is totally enclosed in a torque tube that is built up as a unit with the back axle. To allow for spring deflection this torque tube is attached to the gearbox by means of a sliding ball joint, the torque reaction being absorbed through the torque tube, while the drive is taken through the rear springs. The rear axle itself is of the three-quarter floating type, and the drive is transmitted to the road wheels through correctly generated gears of the overhead worm type, this having been proved, in practice, to be the most satisfactory method of final transmission for really hard service.

The worm is both ground and polished to give a high percentage of efficiency in the transmission, and it is dead silent in operation. The differential is of the four-star pin type, capable of standing up to the hardest service. The load is taken by large double-row ball bearings, and provision is made for easy detachment of the hubs.

Brakes
Pressure on the pedal applies internal expanding shoes on all four wheels. The braking gear has been so designed that it gives very positive action, direct control, and is in no way affected by the steering. All the brake camshafts are mounted above the axle, thus being immune from damage on rough roads. The hand brake operates internal expanding shoes in drums in the rear wheels. Ample means of adjustment is provided.

Wheels and Tyres
Detachable wheels of the steel artillery type, attached by six-stud fixing, arc standard. Dunlop reinforced cord tyres, 31 in. by 5.25 in. arc fitted. A spare wheel and tyre are provided.

Controls
Slow-running throttle adjustment, variable ignition and a mixture controlling device are, of course, standard fitments on the 15.9 h.p. Morris. The two former are mounted in an assembly, which includes the horn button, on top of the steering column and in the centre of the steering wheel. The steering is adjustable for rake, and the clutch and brake pedals are adjustable for reach. This, in conjunction with the adjustment that is provided for the driving seat, enables drivers of varying stature exactly to accommodate the controls to suit themselves.

Pressed Steel Dash
A pressed-steel dash, which, besides forming a further cross brace for the chassis and a rigid anchorage for the coachwork, serves also to support the instrument board, is a feature of the 15.9 h.p. Morris-Oxford Chassis. On the facia board all the dials are grouped in a central oval, and illumination is effected by hidden rim lights for use when night driving. This central oval is flanked on either side by neat cubby holes that will be found extremely useful for carrying odd parcels, etc.

Electrical Equipment
Lucas twelve-volt starting and five-lamp lighting set is standard. The starter motor is of the separate type, with silent Bendix drive. The battery is carried in a cradle inside the frame. The headlamps arc fitted with "dipping" gear, the surest safeguard against the dazzle danger.

Coachwork
The standard coachwork equipment of the '5.9 h.p. Morris-Oxford is a four-five-seater four-door body of handsome lines, and in which roominess and comfort are plainly apparent. The front seats are of the semi-bucket type, deeply padded, separately adjustable, and quickly removable if necessary. The central location of the gear and brake levers, together with the provision of doors on both sides of the body, means maximum ease of entrance and exit for the driver and passengers. The standard equipment includes double pane windscreen, one-man steel-framed hood, and rigid detachable side-curtains, the latter, of course, opening with the doors.

Equipment
The equipment, as standard, includes clock, speedometer, oil gauge, shock absorbers, windscreen wiper, full kit of tools~ oil gun chassis lubricating system, radiator calormeter, Lucas bulb and electric horn, driving mirror, etc.