Morris Minor - Knowledge

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radical car's prospects and especially the huge cost in tooling up for a design that shared no parts with any existing Morris product. Lord Nuffield himself took a strong dislike to both the Mosquito and Issigonis, famously saying that the prototype resembled a poached egg. Nuffield preferred to continue production of the conventional Morris Eight, which succeeded very well before the war, with some minor styling and engineering improvements. He particularly objected to the Mosquito's expensive and unconventional engine design. Whatever Nuffield's personal views, all of the Mosquito's radical features were looking increasingly unlikely to be implemented while maintaining an acceptable final purchase price and without incurring too much setup costs at the Cowley factory. Thomas and Vic Oak drew up a plan to create a three-model range of cars using Issigonis' design – the Mosquito with an 800-cc engine, a mid-sized model (tentatively designated the Minor after a previous

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on the market. It went on to achieve over 21 million units before cancellation in 2003. Having said this, in the year of the Minor's cancellation (1971), over 1.3 million Beetles were produced (its peak year of production). This corresponded to over 80% of total Minor production in 23 years, or ten times the production volume of Minors in their peak year (1958) when 113,699 were built. This gulf of production capacity made the Minor's ability to effectively challenge the Beetle, which had a global distributor and servicing network, moot. Some historians also report that the Minor was being sold at a loss during its final years. British Leyland management were pinning hopes for greater market share and profitability on the Morris Marina, which was being specifically developed for assembly on the Minor production lines at Cowley, thereby precluding the continuance of Minor production in any event.

1994: 53: 859: 486:, which taxed cars under a formula relating to their engine cylinder bore. At the same time, Thomas wanted the car to appeal to the all-important export markets, which had no such restrictions, and generally favoured larger-engined cars. Issigonis' solution was the flat-four engine, which could easily be produced in two versions – a narrow-bore 800-cc version for the British market and a wide-bore 1100-cc version for export. Both versions would use identical parts, except for the actual cylinder blocks (which could still be produced on the same machinery) and the pistons. The flat-four layout reduced the overall length of the engine, further increasing potential cabin space, and reduced the car's centre of gravity for improved handling. 871: 847: 1441: 1177: 1151: 895: 1453: 1205: 1632: 1644: 1493: 625: 1982: 1137: 835: 471:, giving better ride comfort and stability. For the same reasons, the wheels themselves were placed as far as possible towards each corner of the Mosquito's floorpan. The same went for the placement of the engine, as far as possible towards the front of the engine compartment. Most cars of the time had a front beam axle, which forced the engine to be mounted behind the front axle line. While this meant that, with only a driver on board, the weight distribution was fairly even, when laden with passengers, cars often became severely tail-heavy, leading to unstable handling and 1165: 1791: 1477: 883: 1958: 1368:, elevating top speed from 63 mph (101 km/h) to 75 mph (121 km/h), and reducing 0-60 mph acceleration from 52.5 secs to 31.3 secs. Driving was further improved by a substantially revised gearbox, which incorporated taller ratios for more relaxed cruising speeds and a remote selector allowing a shorter gear lever and less ponderous gearchange action. This new engine and gearbox was the product of a broader engine policy at BMC, and had been developed for use in a range of their smaller vehicles, including the 1653: 1098:) would be mated to the chassis and the final assembly carried out. This was because the main Cowley production lines were no longer fully equipped to deal with body-on-frame vehicles such as the Traveller while the MG lines still handled these sorts of cars and had experience working with wood-framed bodies. Commercial models, marketed as the Morris Quarter Ton Van and Pick-up were added in May 1953. Rear bodies of the van versions were all steel. The four-seat convertible and saloon variants continued as well. 1970: 923: 1465: 475:. The new Morris's independent suspension meant there was no front axle, allowing the engine to be placed low down and far forward. Putting the Mosquito's engine in the nose meant that the car was nose-heavy when lightly laden, leading to superior directional stability, and when fully laden it achieved nearly equal weight balance, so handling and grip remained good regardless of the load carried. Placing the engine further forward also maximised cabin space. 1411:. These were US-style red at the rear (using the same bulb filament as the brake lamp) and white at the front (using a second brighter filament in the parking lamp bulb) which was legal in the UK and many export markets at the time (such as New Zealand). On the two door cars, the rear wings were modified to remove the openings for the trafficators; on the 4-door, the B-pillar pressing was modified to leave a "blank" in place of the trafficator housing. 1939:, the early versions of these (to around 1956) having rubber front wings to cope with the sometimes unforgiving busy situations in which they were expected to work. Both the van and the pickup differed from the monocoque construction of the Saloon and Traveller variants by having a separate chassis. They also differed in details such as telescopic rear dampers, stiffer rear leaf springs and lower-ratio differentials to cope with heavier loads. 564:

production, Issigonis was unhappy with the appearance of the car. He had the prototype cut lengthways and the two halves moved apart until it looked "right". The production model was thus 4 inches (10 cm) wider than the prototype, and in keeping with Issigonis' design principles, this further improved interior space and roadholding. It also gave the car distinctive (and recognisably modern) proportions – contrast with the

2010: 1071:, was smaller in all dimensions, but nevertheless gave noticeable performance improvements over the pre-war side-valve 918 cc (56.0 cu in) Morris unit it replaced. The 52 second drive to 60 mph (97 km/h) was still calm, but top speed increased to 63 mph (101 km/h). Fuel consumption also rose to 36 miles per imperial gallon (7.8 L/100 km; 30 mpg 1555:

that year, a modified dashboard with toggle switches, white-on-black speedometer unit (incorporating a warning light for a blocked oil filter), textured alloy fascia, new glove-box cover design (a fully enclosing bottom-hinged cover on the passenger side, and fixed open aperture surround on the driver's side), and finally a two-spoke 'safety' steering wheel (shared with the

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off a tardy indicator "flipper" that was still sticking out of the B-pillar, having not yet been safely returned by the time-basis return mechanism to its folded position. Another innovation towards the end of 1950 was a water pump (replacing a gravity dependent system), which permitted the manufacturer to offer an interior heater "as optional equipment".

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Australian models, and tourer models made in Britain and exported to Australia, featured safety glass windscreens and safety glass windows, to comply with local regulations. Australian models also had blinking indicator lights in addition to the standard trafficator arms on the indigenous Minor 1000.

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in export markets. The Volkswagen, which was developed as a small family car with a very similar brief to the Minor, had been upgraded consistently over 25 years, and retained a healthy market share in export markets (especially developing countries), where it was very often the lowest priced new car

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In October 1954 the Minor's front end and interior styling was updated, with the addition of a horizontal slat grille, and a new dashboard with a central speedometer. Larger tail lights were also fitted by the end of the year. As Alec Issigonis had left BMC for Alvis in 1952 and wouldn't return until

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magazine road test in 1950 reported that these were "not of the usual self-cancelling type, but incorporate a time-basis return mechanism in a switch below the facia, in front of the driver". It was all too easy for a passenger hurriedly emerging from the front passenger seat to collide with and snap

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concealed behind sections of the grille, but these were never implemented). The original Mosquito prototype, which drew Lord Nuffield's "poached egg" comment, was designed with similar proportions to prewar cars, being relatively narrow for its length. In late 1947, with Cowley already tooling up for

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arrangement. All of Miles Thomas' suggestions for spreading the cost of developing the new car and broadening the design's appeal were treated sceptically by the Morris board and vetoed by Lord Nuffield. It became clear that the only way to overcome the personal and financial obstacles to the project

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The engine was to prove a step too far for the Mosquito project. As the car approached completion in 1946, the war was over and secrecy was no longer necessary or possible to maintain, as more and more Morris staff and executives had to be involved to start production. Many were pessimistic about the

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Nearly every feature of the Minor served the joint aims of good handling and maximum interior space. For example, Issigonis specified 14-inch (360 mm) wheels for the Mosquito, with 5.20-14 Dunlop Crossply tyres, (145R14 is the radial alternative). These were smaller than any other production car

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that "the average man would take pleasure in owning, rather than feeling of it as something he'd been sentenced to" and "people who drive small cars are the same size as those who drive large cars and they should not be expected to put up with claustrophobic interiors." Issigonis wanted the car to be

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The commercial versions were initially marketed as the Morris Quarter Ton Van and Pick-up, with a Series III designation applied from 1956. The names Morris 6cwt Van and Pickup was used following the introduction of the 1098cc engine in 1962 and 8cwt versions were added in 1968 with more substantial

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Despite the four major updates of the Minor in its 23-year production run, very few actively designed "safety features" were ever engineered into the Minor's design. Provisions were made for seat belt fittings in the early '60s, but the rigid structure of the car's monocoque body made it dangerously

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Austin/Morris 1100 range, which had been launched in 1962 and aimed at the same small family-car market (and actually replaced the Minor in some export markets such as Australia and New Zealand). The crisp styling, hydrolastic suspension and innovative front-wheel drive system (itself a "scaling-up"

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vehicles of the time, were fitted to the front wings, and larger tail lamp units were fitted at the rear. Both incorporated separate amber flashers for directional indicators. In 1964 the interior received its final update, with a new heater unit (now with fresh air ventilation), and from October of

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Austin/Morris 1100 range. This new engine used a taller block than the 948 cc unit, with increased bore and stroke bringing total capacity up to 1,098 cc. Although fuel consumption suffered moderately at 38 mpg, the Minor's top speed increased to 77 mph (124 km/h), and a 20%

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Many of the 'luxury' items, such as leather trim (except for the Tourer), were replaced with more durable and cheaper materials, and over the course of the following years the range of available paint and interior colours was dramatically reduced. Various unique Minor trim items and components (such

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In South Africa, the assembly of these CKD kits took place at the Motor Assemblies Limited plant in Durban. In addition a few hundred "Minors" were assembled at the BMC plant at Blackheath in the Western Cape. (Local South African figures suggest that some 33 333 vehicles were produced at these two

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In December 1960 the Morris Minor became the first British car to sell more than 1,000,000 units. To commemorate the achievement, a limited edition of 350 two-door Minor saloons (one for each UK Morris dealership) was produced with distinctive lilac paintwork and a white leather interior with black

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to meet local safety requirements. In 1950 a four-door version was released, initially available only for export, and featuring from the start the headlamps faired into the wings rather than set lower down on either side of the grille. The raised headlight position became standard on all Minors in

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that it had been on the drawing board, and the Mosquito name seemed inappropriate. Morris's marketing department wanted a reassuring name for what it worried would be an innovative, radical car that would be difficult to sell to a cautious public. So, the Minor name, intended for the midsized model

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The last change made was to the car's name. The Mosquito codename was widely expected to be the name of the production model, but Nuffield disliked it. Also, Issigonis' last-minute size increase and the fitment of the larger-than-planned sidevalve engine needed to be considered; while still a small

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models, plus Wolseley variants of both cars, which were scaled-up versions of the new Minor, incorporating all the same features and designed with Issigonis' input under Oak's supervision. Thus, Issigonis' ideas and design principles underpinned the complete postwar Morris and Wolseley car ranges,

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engine. Thomas resigned his position at Morris Motors over the debacle. Despite the changes the fundamental principles of Issigonis' concept – a spacious cabin, small wheels at each corner, a forward-placed engine, rack and pinion steering, and independent torsion-bar front suspension – remained.

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was the short-form term for a "hundredweight" which was a pre-metric unit of weight measurement used in Britain, equivalent to about 50 kg. Use of the term in the name of a light commercial vehicle was common in Britain, and indicated the maximum load (by weight) that the van was designed to

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management, and used a modified version of the Minor chassis floorplan, extended to increase the wheelbase by 10 inches. Many other Minor components, including much of the suspension, were used in the running gear, which served to streamline production changeover and minimise the financial outlay

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The last Convertible/Tourer was manufactured on 18 August 1969, and the final saloon model was built on November 12, 1970. Production of the more practical Traveller and commercial versions ceased in April 1971. According to Newell (1993), 1.6 million Minors were made in total and Wainwright

1717:. Building a larger mid-sized car capable of volume sales (particularly in the lucrative fleet-buying market) was becoming increasingly key in maintaining healthy sales figures, and was an issue BMC had consistently failed to address hitherto. The Marina was developed under the watchful eye of 1352:

In 1956, the Minor received a major programme of updates intended to keep the car competitive into the 1960s. Where previously the Minor had been offered with a broad range of colours and trim options, the 'Minor 1000' (so named for its 948cc engine) shifted emphasis towards rationalisation of

1086:(wood) frame for the rear bodywork, with two side-hinged rear doors. The frame was varnished rather than painted and a highly visible feature of the body style. Travellers were built alongside the saloon model at Cowley minus their rear bodies. The half-completed cars were then shipped to the 1746: – in addition to a healthy demand for both products – production of the two cars continued in parallel for nearly 10 years. Indeed, production of ADO16 outlasted that of the Minor by only three years or so, before being replaced by the innovative, export-oriented, yet flawed 413:

Issigonis' overall concept was to produce a practical, economical, and affordable car for the general public that would equal, or even surpass, the convenience and design quality of a more expensive car. In later years he summed up his approach to the Minor; that he wanted to design an

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in 1950 had a top speed of 58.7 mph (94.5 km/h) and could accelerate from 0–50 mph (80 km/h) in 29.2 seconds. However, the 918 cc engine did 0–60 mph in 50+ seconds. A fuel consumption of 42 miles per imperial gallon (6.7 L/100 km;

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A series of changes to the body pressings for the roof/scuttle and bonnet panels yielded a large wraparound rear windscreen and one-piece curved front windscreen, which markedly improved visibility and lent a modernised appearance to the car at relatively small outlay.

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While Thomas had been battling for the Mosquito's future, Issigonis had been settling the car's styling. Although in his later career he became known for very functional designs, Issigonis was heavily influenced by the modern styling of American cars, especially the

526:, which would be launched in 1947. The Mosquito was proposed for launch in 1949 and that deadline was appearing increasingly unlikely due to the untried nature of many of the car's features. The Morris board insisted on launching the Mosquito at the first postwar 1934:

Closed van and open flat-bed ("pick-up") versions of the Minor were built from 1953 until the end of production. They were designed for commercial use with small businesses, although many were also used by larger corporations. Van versions were popular with the

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had already been produced, so early cars had ones cut in half with a four-inch plate bolted between the joint. The bonnet had a flat fillet section added to its centreline and the floorpan had two two-inch sections added either side of the transmission tunnel.

1059:. As part of a rationalisation programme to reduce the production of duplicate components for similar vehicles, the Minor drivetrain was completely replaced with an Austin-derived engine, gearbox, propshaft, differential, and axle casing. The more modern 1549:

replacing the previous cone-clutch type. Drum brakes were retained on each corner, but the front units were increased from 7 to 8 inches (18 to 20 cm) in diameter. From October 1963, larger combined front side/indicator light units, common to many

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magazine tested a four-door saloon in 1952. It reported a top speed of 62 mph (100 km/h) and acceleration from 0–50 mph (80 km/h) in 28.6 seconds. A fuel consumption of 39.3 miles per imperial gallon (7.19 L/100 km;

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Today the Morris Minor and 1000 are among the best-served classic family-sized cars in the old vehicle movement and continue to gain popularity. The enduring affection for the "Moggie" (also a common British nickname for an undistinguished cat, or a

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in Thomas' planned trio of new cars, was adopted for what would become the smallest postwar Morris. The original 1928 Morris Minor had itself introduced a number of innovative features and had been the first four-wheeled car to sell for £100.

783:, little changed from that fitted in the early 1930s Morris Minor and Morris 8, with a bore of 57 mm but with the stroke of 90 mm and not 83 mm, and producing 27.5 hp (20.5 kW) and 39 lb⋅ft (53 N⋅m) of 2030:. In addition to more powerful engines, desirable improvements necessitated by the increase in traffic density since the Minor was withdrawn from volume production include the replacement of the original equipment drum brakes with 386:

system for the car. Like his suspension design, this was not adopted, but resurfaced in the postwar years on the MG Y-type. These ideas showed that he was the perfect candidate to lead the design work on a new advanced small car.

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production in 1968. These featured Austin badging and the corporate Austin 'crinkle-cut' radiator grille but were otherwise identical to the standard Minor commercials, and were sold as the Austin 6cwt and Austin 8cwt.

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quote: But if the Morris has a tendency to diminish physically as the years progress, culturally it has been busy laying down rich stores of fat. Indeed, so identified has the car become with a particular reading of

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The last new Morris Minor, a blue 4-door saloon, was assembled at The Brittans group, Dublin, in 1975 – the same year British Leyland ordered the company to cease assembly of their vehicles for the Irish market.

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The decline and cancellation of Minor production was source of some consternation by industry commentators in the late 1960s, who believed that further development of the car had the potential to challenge the

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in London on 27 October 1948. The original range consisted solely of a two-door saloon or a two-door tourer with a 918-cc engine and a starting price of £358. At the same show, Morris also launched the new

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Early cars had a painted section in the centre of the bumpers to cover the widening of the production car from the prototypes. This widening of 4 inches (100 mm) is also visible in the creases in the

3736: 350:, wanted to prepare the ground for new products to be launched as soon as the war was over. Vic Oak, the company's chief engineer, had already brought to Thomas' attention a promising junior engineer, 1687:

In November 2020, on the 50th anniversary of the last saloon produced, it was announced that the final Morris Minor Saloon ever made had been fully restored by the Morris Minor Owners Club in Derby.

1763:, but as the wings continued to be made of 1.4 mm mild steel, the modification was pointless and ineffectual and was reversed in 1969 as it increased passenger compartment crush in collisions. 1766:

The 1950 change from the "lowlight" model was made to comply with Canadian lighting standards, with higher and brighter headlights to increase visibility in fog and during dark Canadian winters.

3729: 894: 3196: 1357:, and thus enabled increased production volumes to help the Minor retain a significant share of the small car market during a period where car ownership was becoming more commonplace. 394:. Although Oak (and Morris's technical director, Sidney Smith) were in overall charge of the project, Issigonis was ultimately responsible for the design, working with only two other 858: 3160: 2323:, (from BBC news.com) Quote: "Design classics like Alex Issigonis' Morris Minor car could be competing alongside great artworks like Constable's Haywain and pieces by JMW Turner" 1946:

As BMC's policy was to provide both Austin and Morris with complete commercial vehicle ranges, Austin-badged variants of the Minor van and pick-up were sold following the end of

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variants from May 1953. It was the first British car to sell over a million units, and is considered a classic example of automotive design, as well as typifying "Englishness".

2060:(although this was meant in a derogatory way rather than favourably). There is still an extensive parts backup for these cars, and parts are cheap compared to modern day cars. 1993: 1176: 1734:

principle) made ADO16 a worthy successor to the (in its day) forward-looking Minor. However, due to the British Motor Corporation's commitment to both the Morris factory at

1589:. Adderley Park-built Travellers were offered in a new range of colours from the paint range that had been introduced for 1970, including vibrant shades such as Limeflower ( 1505:, which planned to use it as a prize in a competition in aid of the union's Widow and Orphan Fund. The company, at the same time, presented a celebratory Minor to London's 1759:

unabsorbent to impact. For a short time in 1968, the thickness of the steel used in the bonnet and doors was decreased from 1.2 mm to 1.0 mm to act as a form of

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design, but he had frequently impressed Oak with his advanced ideas about car design in general. Issigonis had come to Oak's particular attention with his work on the new

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to allow production to be ramped up. By the turn of the 1960s, over 100,000 Minors were being produced per year, compared to fewer than 50,000 per year a decade earlier.

4480: 2964: 1680:(2008) even claims that 1,619,857 Minors of all variants were ultimately sold. Overseas production in the form of ckd Kit Assembly continued in New Zealand until 1974. 2990: 2026:) or "Morrie" (as it is often known in Australia and New Zealand) is reflected in the number of restored and improved Morris Minors currently running in Britain and 1597:). From 1971 Minors were fitted with a steering-column mounted ignition key and a steering lock rather than the facia-mounted ignition switch used up to that point. 1392:

as light units and heaters) were also gradually replaced with ubiquitous items from the BMC range. This programme of changes succeeded in giving access to improved

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piping. The badge name on the side of the bonnet was modified to read "Minor 1000000" instead of the standard "Minor 1000". The millionth Minor was donated to the

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1955, the Cowley design team led by Sid Goble undertook this series of design updates. These changes were announced at the London Motor Show in late October 1954.

3189: 279:, more than 1.6 million were manufactured in three series: the Series MM (1948 to 1953), the Series II (1952 to 1956), and the 1000 series (1956 to 1971). 1164: 467:

of the time (the existing Morris Eight had 17-inch (430 mm) wheels). These small wheels reduced intrusion into the cabin space and minimised the car's

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With virtually all resources required for the war effort, Thomas nonetheless approved the development of a new small family car that would replace the

3537: 568:, launched in 1952, but still recognisably prewar in size and proportions. The last-minute change to the design required a number of workarounds – 533:

This meant that several of Issigonis' proposals were reviewed – first the all-independent torsion bar suspension was changed for a torsion-sprung

787:. The engine pushed the Minor to just 64 mph (103 km/h) but delivered 40 miles per imperial gallon (7.1 L/100 km; 33 mpg 1452: 482:

unit. One of Miles Thomas's few restrictions on the Mosquito project was that it had to have an engine that would not fall afoul of the British

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time for 1951. From the start, the Minor had semaphore-type turn indicators, and subsequent Minor versions persisted with these until 1961. An

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There was also the matter of timing – a big rush existed for British manufacturers to get new models to market following the end of the war.

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Howard, Tony (December 1976). "New VWs reflect determinedly cheerful mood". SA Motor. Cape Town, South Africa: Scott Publications: 31–32.

846: 370:. Issigonis designed a coil-sprung wishbone system, which was later dropped on cost grounds. Although the design was later used on the 4536: 3619: 3547: 1127:

used in the Series II produced 30 hp (22 kW) at 4,800 rpm and 40 ft⋅lb (54 N⋅m) of torque at 2,400 rpm

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When production of the first series ended, just over a quarter of a million had been sold, 30% of them the convertible Tourer model.

799:. Exports to the United States began in 1949 with the headlamps removed from within the grille surround to be mounted higher on the 52: 2184: 1525:. Morris chassis numbering convention refers to these cars as 'Series V', the 'Series IV' designation having been assigned to the 2529:

The Guardian, 15 December 2004, Obituary. Jack Daniels, He realised the vision of Alec Issigonis for the Morris Minor and Mini

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From 1965, no further major production improvements were made to the Minor, with resource being channelled into improving the

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increase in torque gave an altogether more responsive drive. The revised engine was teamed to a stronger gearbox fitted with

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early 2020, its 23-year production run was counted as the twenty-eighth most long-lived single generation car in history by

1713:(ADO28), which was developed primarily in response to Ford's top-selling (and in many respects, conservatively engineered) 410:), who was still chairman of Morris Motors, and as widely expected, would not look favourably on Issigonis' radical ideas. 2994: 1078:

An estate version was introduced in 1952, known as the Traveller (a Morris naming tradition for estates, also seen on the

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as spacious as possible for its size, and comfortable to drive for inexperienced motorists. Just as he would with the

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The Morris Minor: A British miracle Strange to say for something that acquired a reputation for essential Englishness

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system. The French car, launched in 1934, had also been an early example of the use of rack and pinion steering.

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and simplified the production chain as the Traveller's rear bodies were built at the Morris Bodies factory in

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inline-four, 48 bhp (36 kW) at 5,100 rpm and 60 lb/ft (81 N·m) at 2,500 rpm

402:. Thomas named the project 'Mosquito' and ensured that it remained as secret as possible, both from the 4009: 31:

from 1948 until 1971. For the Morris Minor manufactured by Morris Motors Limited from 1928 to 1933, see

2816:"1970 Morris Minor 1000 Saloon (2-door) (MA2S5D1288377M) : Registry : The Morris Minor Forum" 2546:

Barry Anderson, Building Cars in Australia: Morris, Austin, BMC and Leyland 1950–1975, pages 204 to 208

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The Series MM type Minor was produced from late 1948 until early 1953. It included a pair of four-seat

1566:(the Minor's spiritual successor and Britain's best-selling car in the 1960s), and development of the 3205: 2048: 1551: 1056: 76: 1204: 452: 4629: 4604: 3466: 2390: 472: 444: 383: 1643: 4624: 3461: 295: 3165: 1969: 1422:/Wolseley 1500 beginning in 1957: versions of this Wolseley/Riley variant were also produced by 4609: 3989: 3752: 456: 440: 367: 309:

Although Morris launched a new model with a similar name and a similar market positioning, the

2558: 2340: 2334: 1921: 1620: 1615:, 37 bhp (28 kW) at 4,750 rpm and 50 lb/ft (68 N·m) at 2,500 rpm 1533: 1334: 776:

engine, late in the development stage it was replaced by a 918 cc (56.0 cu in)

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1951 Morris Minor MM Four-Door Saloon. Raised headlights were introduced with this bodystyle.

339: 3174: 2693:"Morris Minor | Specifications | Performance | Photos | GB Classic Cars" 2153: 1492: 290:(convertible), the range was expanded to include a four-door saloon from September 1950. An 4240: 4040: 3973: 3768: 3583: 3471: 3389: 3217: 2796: 2677: 2596: 2189: 2034:. Other important upgrades include the 1,275 cc (77.8 cu in) version of the 2023: 1739: 1419: 1377: 1106: 1060: 819: 624: 519: 359: 355: 2709: 2226: 382:. Despite his brief being to focus on the Ten's suspension, Issigonis had also drawn up a 8: 4579: 4574: 4569: 4564: 4096: 4091: 3578: 2518:

The Independent, 2 Dec 2004, Obituary. Jack Daniels. Draughtsman to Issigonis on the Mini

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and a governmental ban existed on civilian car production, Morris Motors' vice chairman,

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magazine, who called it: "... a primary way Britain got back on the road after the

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with a 1500-cc version of the engine, all sharing different-sized variants of the same

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Issigonis' design included the same ideas he had proposed for the Ten before the war:

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enthusiasts as a key reason why many Marinas were scrapped, and the similarly sized

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As proposed by Issigonis, the engine itself was also radical, being a water-cooled

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in 1959, the Minor remained in production for more than a decade after that, and in

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was retained, the changes were sufficient for the new model to be given its own

1130:

269,838 examples of the Series II had been built when production ended in 1956.

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In 1952, the Minor was substantially re-engineered following the merger of the

990: 796: 676: 351: 276: 148: 108: 104: 3751: 922: 4634: 4558: 4414: 4275: 4122: 4055: 4050: 4035: 4030: 4014: 3994: 3952: 3809: 3799: 3773: 3685: 3675: 3660: 3655: 3650: 3645: 3481: 3476: 3232: 3222: 3150: 3016: 2253:"60th Birthday Celebration at British Motor Industry Heritage Centre, Gaydon" 2063:

Replacement panels for the Morris Minor were still being made in 2002 by the

2039: 1710: 1578: 1567: 1431: 1423: 1298: 1017: 600: 500: 468: 303: 268: 251: 71: 28: 2747: 2399:

Morris Minor models, believed to "typify Englishness", were in the ascendant

2116: 4454: 4449: 4444: 4439: 4404: 4290: 4285: 4168: 3927: 3872: 3521: 3353: 3318: 1874: 1760: 1735: 1427: 1404: 504: 391: 362:, which was in development during 1936/7. This was the first Morris to use 347: 343: 241: 136: 1170:

Morris Minor Series II two-door saloon (with later horizontal slat grille)

4429: 4424: 4419: 4409: 4399: 4363: 4280: 4143: 4127: 3999: 3912: 3836: 3819: 3783: 3486: 3410: 3247: 3242: 2027: 1546: 1517:

The final major upgrade to the Minor was made in 1962. Although the name

1408: 1286: 1280: 1005: 999: 761: 753: 691: 685: 583: 556: 538: 460: 415: 283: 272: 264: 223: 165: 132: 1709:

The Minor was officially replaced on the Cowley production lines by the

1570:, which would succeed the Minor on the Cowley production lines in 1971. 4070: 3788: 3328: 3308: 3303: 3288: 3278: 2031: 2014: 1947: 1590: 1536:

engine had been developed in conjunction with cylinder head specialist

1369: 1240: 1068: 960: 604:

although not the same extent that Miles Thomas had initially proposed.

565: 428: 291: 2844:"Last Morris Minor saloon ever built is brought back to life in Derby" 1668:

During the life of the Minor 1000 model, production declined – as the

542:

was to adopt a lightly revised version of the Morris Eight's obsolete

275:

Motor Show, London, in October 1948. Designed under the leadership of

4531: 4526: 4490: 4358: 4332: 4265: 4260: 4255: 4219: 4163: 4158: 4117: 4065: 4060: 3892: 3887: 3882: 3710: 3705: 3629: 3598: 3511: 3506: 3501: 3435: 3430: 3415: 3405: 3348: 3343: 3338: 2376:

Kathryn Hughes The Guardian, Saturday 6 December 2008 Article history

2068: 1726: 1673: 1594: 1563: 1556: 1541: 1381: 1250: 975: 772:

construction. Although the Minor was originally designed to accept a

733: 534: 379: 371: 299: 189: 177: 128: 1055:(Morris's parent company) with the Austin Motor Company to form the 4353: 4348: 4153: 3568: 3563: 1586: 1095: 1083: 120: 116: 2277:

Paul Skilleter's book "The world's supreme small car Morris Minor"

1573:

In 1969, production of the Traveller variants was moved to the ex-

4327: 3804: 3588: 3227: 1537: 1182:

Morris Minor Series II Tourer (with later horizontal slat grille)

1087: 864:

1949 Minor MM tourer with hood and flexible side curtains erected

769: 448: 395: 375: 363: 112: 2629:

Ray Newell, Morris Minor, 60 Years on the Road, pages 106 to 118

1067:

engine, which had been designed for the Minor's main rival, the

522:

was known to be working on an all-new but conventional car, the

427:

and accurate, quick steering, not with any pretence of making a

354:, who had been employed at Morris since 1935 and specialised in 4148: 3425: 3420: 3169: 1889: 1360:

The dawn of the motorway era necessitated the fitting of a new

1313: 1234: 1032: 954: 784: 773: 712: 654: 590:

The new Morris Minor was launched at the British Motor Show at

287: 2101:, Dee Why, N.S.W., Australia: Macquarie Library, p. 337, 2009: 3204: 1725:

The spiritual successor to the Morris Minor was arguably the

1414:

An upmarket car based on the Minor floorpan using the larger

451:. In the case of the Mosquito, Issigonis was inspired by the 124: 1063:-designed 803 cc (49.0 cu in) overhead valve 817:

A 918 cc-engined tourer tested by the British magazine

4521: 4322: 4250: 4245: 4214: 4209: 4204: 4199: 4194: 4112: 3877: 3700: 3593: 3496: 3491: 3333: 3133: 2559:

http://www.autominded.net/brochure/morris/Morris%201617.jpg

1731: 1669: 1079: 420: 310: 1868: 3143: 2742: 2740: 2738: 2704: 2702: 2204: 1115:) was recorded. The test car cost £631 including taxes. 828:) was recorded. The test car cost £382 including taxes. 459:

on each wheel, as on the Citroën, rather than the usual

423:

10 years later, he designed the Mosquito with excellent

2716: 2339:. Goldmanstone, Dorset, UK: Veloce Publishing. p. 2211:

Cardew, Basil (1966). "Review of the 1966 Motor Show".

1676:

had become BMC's best selling models by the mid-1960s.

2133:, Birkenhead, Auckland, New Zealand: Reed, p. 1, 3053:"2002 BBC article about the company and Morris Minor" 2735: 2699: 1773: 1496:

Morris Minor Million at the NEC in Birmingham in 2017

431:, but to make it safe and easy to drive by everyone. 2859: 2857: 2411:

Survivors: The world’s longest-living cars – AutoCar

582:

car, the new Morris was no longer the ultra-compact

499:

launched in 1928) with an 1100-cc engine, and a new

27:

This article is about the motor car manufactured by

1722:associated with chassis development and retooling. 298:(the Traveller) was produced from October 1953 and 2965:"The cars: Morris Marina/Ital development history" 2293: 455:, a car he greatly admired, and he proposed using 2943:"The cars : Morris Marina development story" 2854: 2554: 2552: 1082:). The Traveller featured an external structural 378:, the Morris Ten entered production with a front 4556: 4359:2000 / 2300 / 2400 / 3500 / V8-S / Vitesse (SD1) 2388: 537:and this was then substituted by a conventional 271:between 1948 and 1971. It made its debut at the 2641: 2287: 2285: 2283: 2056:once stated that the Morris Minor is Britain's 2572: 2570: 2568: 2566: 2549: 1507:Great Ormond Street Hospital for Sick Children 1259:Newmarket, Auckland, New Zealand (until 1963) 756:, two-door and (from 1950) a four-door, and a 607: 338:The Minor was conceived in 1941. Although the 228:1,708 lb (775 kg) (four-door saloon) 3737: 3190: 2917:"The cars: BMC 1800/2200 development history" 2577:"Morris Minor Four-Door Saloon (road test)". 2446: 2444: 2442: 2440: 2438: 764:suspension shared its design with the larger 2436: 2434: 2432: 2430: 2428: 2426: 2424: 2422: 2420: 2418: 2280: 2131:Assembly: New Zealand Car Production 1921–98 2787: 2637: 2635: 2563: 2542: 2540: 2538: 2536: 2522: 2488: 2486: 2484: 2482: 2480: 2478: 2476: 2474: 2472: 434: 3744: 3730: 3197: 3183: 2773:"Minor History | Morris Minor Owners Club" 2492: 1789: 1690: 1663: 1458:Morris Minor 1000 Series III 4-door saloon 1446:Morris Minor 1000 Series III 2-door saloon 1203: 921: 623: 51: 2993:. AROnline. 11 April 2012. Archived from 2967:. AROnline. 11 April 2012. Archived from 2919:. AROnline. 11 April 2012. Archived from 2865:British Leyland: Chronicle of a Car Crash 2668: 2642:Sedgwick, Michael; Gillies, Mark (1994). 2625: 2623: 2621: 2619: 2617: 2615: 2613: 2611: 2609: 2607: 2587: 2415: 576: 489: 406:and from company founder William Morris ( 3159:) is being considered for deletion. See 2632: 2533: 2469: 2450: 2008: 1509:, but this car was constructed of cake. 1491: 3033:. www.aronline.co.uk. 25 September 2011 2291: 1142:Morris Minor Series II four-door saloon 927:Morris Minor Series II four-door saloon 14: 4557: 3144:Morris Minor Registry of North America 3085:(Bay View Books Ltd, Bideford, Devon, 2723:"News Summary: Morris Minor Million". 2604: 2332: 2210: 1532:A new, larger version of the existing 3725: 3178: 2794:"News: Last Minor Convertible sold". 2389:Prince Frederick (29 December 2009). 2255:. UK: Morris Minor OC. Archived from 2182: 2096: 2004: 2511: 2099:The Macquarie Dictionary of Motoring 1784:Morris Quarter Ton Van & Pick-up 1637:1970 Morris Minor 1000 2-door Saloon 1209:1960 Morris Minor 1000 2-door saloon 629:Morris Minor Series MM 2-door Saloon 2336:The Secret Life of the Morris Minor 1512: 24: 3098:Morris Minor: 70 Years on the Road 3075: 2146: 2122: 1999:1959 Morris Minor 1000 Panel Truck 1815:Austin 6cwt/8cwt Van & Pick up 1812:Morris 6cwt/8cwt Van & Pick up 1774:Morris quarter ton van and pick-up 905: 840:1949 Morris Minor MM 2-door saloon 282:Initially available as a two-door 86:Thai Motor Corporation (1968–1971) 25: 4646: 3163:to help reach a consensus. › 3127: 3031:"Morris ¼-ton (O-Type) 1953–1971" 2453:Issigonis: The Official Biography 2215:. London: Beaverbrook Newspapers. 2185:"Trial of the Morris Minor 1,000" 2154:"The History Of The Morris Minor" 967:Newmarket, Auckland, New Zealand 791:). Brakes were four-wheel drums. 2321:Nominate England's greatest icon 1992: 1980: 1968: 1956: 1658:1966 Morris Minor 1000 Traveller 1651: 1642: 1630: 1487: 1475: 1463: 1451: 1439: 1175: 1163: 1156:Morris Minor Series II Traveller 1149: 1135: 893: 888:918cc side valve U series engine 881: 869: 857: 845: 833: 507:and with sporting MG and luxury 3045: 3023: 3009: 2983: 2957: 2935: 2909: 2887: 2878: 2836: 2822: 2808: 2765: 2685: 2659: 2650: 2404: 2382: 2369: 2357: 2326: 2314: 57:Morris Minor 1000 4-door saloon 2675:"The Morris Minor Road Test". 2271: 2245: 2219: 2176: 2090: 2081: 1353:components to access improved 328: 13: 1: 3148: 2391:"Fifty-one, but still a Baby" 2296:The Ultimate Classic Car Book 2074: 1704: 1618:1962–71 (Series V): 1,098 cc 1606:1956–62 (Series III): 948 cc 1503:National Union of Journalists 1482:Series III Interior (1956–64) 1470:Morris Minor 1000 Convertible 1409:flashing direction indicators 1347: 1187: 3139:Morris Minor community forum 2945:. AROnline. 19 December 2017 1364:(57.9 cu in) variant of the 760:four-seat Tourer. The front 511:versions to achieve further 368:independent front suspension 7: 3113:Morris Minor: The Biography 3111:Wainwright, Martin (2008), 2895:"Beetle Production Figures" 2594:"The Morris Minor tourer". 2495:Morris Minor: The Biography 2493:Wainwright, Martin (2008). 1223:1956–1971; 847,491 produced 1094:where the bodies (built in 746:148 in (3,759 mm) 717:918cc Morris USHM2 & 3 643:1948–1953; 250,962 produced 267:produced by British marque 202:148 in (3,759 mm) 10: 4651: 4481:4-Litre Princess Limousine 2451:Bardsley, Gillian (2005). 2227:"Morris Minor (1948–1971)" 738:86 in (2,184 mm) 333: 218:60 in (1,524 mm) 210:60 in (1,524 mm) 194:86 in (2,184 mm) 26: 4615:Rear-wheel-drive vehicles 4585:Cars discontinued in 1971 4545: 4504: 4473: 4377: 4349:3.5 Litre / 3½ Litre (P5) 4341: 4315: 4307:1700 / 1800 / 2000 / 2200 4299: 4228: 4187: 4136: 4105: 4079: 4023: 3982: 3961: 3850: 3764: 3638: 3607: 3556: 3530: 3444: 3398: 3372: 3261: 3213: 3206:British Motor Corporation 2292:Willson, Quentin (1995). 2183:Boddy, Bill (July 1957). 2160:. MMOC South Africa. 2024 1888: 1883: 1858: 1853: 1830: 1822: 1805: 1800: 1788: 1783: 1753: 1312: 1307: 1270: 1265: 1227: 1219: 1214: 1202: 1197: 1158:registered September 1954 1057:British Motor Corporation 1031: 1026: 989: 984: 947: 937: 932: 920: 915: 742: 732: 727: 711: 706: 675: 670: 647: 639: 634: 622: 617: 247: 237: 232: 222: 214: 206: 198: 188: 183: 171: 159: 154: 142: 100: 90: 77:British Motor Corporation 67: 62: 50: 45: 4031:2.4, 3.4 & 3.8 Litre 3467:Morris Oxford Series III 3161:templates for discussion 3134:Morris Minor Owners Club 3100:(Veloce Publishing Ltd, 2152: 2128: 1963:1962 Morris 6cwt pick up 445:rack and pinion steering 435:Original design features 384:rack and pinion steering 342:was heavily involved in 4590:Cars introduced in 1948 4491:Princess 1100/1275/1300 4354:2000 / 2200 / 3500 (P6) 3462:Morris Oxford Series II 1691:The Minor vs Volkswagen 1664:Decline and replacement 1144:registered October 1953 374:and many other postwar 366:and was conceived with 3753:British Motor Holdings 2731:(79): 713. March 1961. 2333:Pender, Karen (1995). 2300:. DK Publishing, Inc. 2129:Webster, Mark (2002), 2018: 2013:Morris Minor rally at 1547:baulk ring synchromesh 1523:ADO development number 1497: 916:Morris Minor Series II 618:Morris Minor Series MM 577:From Mosquito to Minor 490:Pre-production changes 453:Citroën Traction Avant 441:independent suspension 3083:Original Morris Minor 2863:Cowin, Chris (2012), 2804:: 52. 30 August 1969. 2752:potteries.mmoc.org.uk 2644:A-Z of Cars 1945–1970 2012: 1495: 1053:Nuffield Organization 400:(William)Jack Daniels 340:Nuffield Organization 29:Morris Motors Limited 4486:Princess 4-litre "R" 4241:Morris Oxford Farina 3625:Princess 4-litre "R" 3472:Morris Oxford Farina 3096:Newell, Ray (2018), 3081:Newell, Ray (1993), 2710:"Production Figures" 2190:Motor Sport magazine 2097:Davis, Pedr (1986), 1420:Riley One-Point-Five 1378:Austin-Healey Sprite 852:1949 Minor MM tourer 768:, as was the almost- 449:unitary construction 364:unitary construction 4271:1800 / 2200 (ADO71) 4266:1800 / 2200 (ADO17) 4087:Series II & III 4000:2.5 V8 & V8-250 3903:1800 / 2200 (ADO71) 3893:1800 / 2200 (ADO17) 2850:. 14 November 2020. 2656:Newell (1993) p. 55 2259:on 3 September 2012 2065:Durable Car Company 2038:engine, derided by 1943:rear leaf springs. 1937:General Post Office 1416:BMC B-Series engine 1366:BMC A-Series engine 96:1,619,958 produced 33:Morris Minor (1928) 4600:Issigonis vehicles 3615:Princess Limousine 3416:TD & TF Midget 3059:. 19 November 2002 2725:Practical Motorist 2681:. 15 October 1952. 2583:. 20 October 1950. 2087:Newell (1993) p.79 2019: 2005:Morris Minor today 1498: 1394:economies of scale 1355:economies of scale 1125:inline-four engine 781:inline-four engine 528:British Motor Show 513:economies of scale 404:Ministry of Supply 149:Sir Alec Issigonis 4552: 4551: 3719: 3718: 3121:978-1-84513-378-8 3106:978-1-787112-07-0 2923:on 2 October 2012 2600:. 23 August 1950. 2504:978-1-84513-509-6 2462:978-1-84046-687-4 2058:Volkswagen Beetle 1932: 1931: 1698:Volkswagen Beetle 1540:for the then new 1527:Morris Mini Minor 1407:were replaced by 1345: 1344: 1198:Morris Minor 1000 1049: 1048: 750: 749: 608:Minor "Series MM" 530:in October 1948. 257: 256: 18:Morris Minor 1000 16:(Redirected from 4642: 4144:Magnette Mark IV 3868:A110 Westminster 3746: 3739: 3732: 3723: 3722: 3620:Princess 3-litre 3457:Morris Oxford MO 3199: 3192: 3185: 3176: 3175: 3069: 3068: 3066: 3064: 3049: 3043: 3042: 3040: 3038: 3027: 3021: 3013: 3007: 3006: 3004: 3002: 2991:"Austin Allegro" 2987: 2981: 2980: 2978: 2976: 2971:on 15 April 2012 2961: 2955: 2954: 2952: 2950: 2939: 2933: 2932: 2930: 2928: 2913: 2907: 2906: 2904: 2902: 2891: 2885: 2882: 2876: 2861: 2852: 2851: 2840: 2834: 2833: 2826: 2820: 2819: 2812: 2806: 2805: 2791: 2785: 2784: 2779:. Archived from 2769: 2763: 2762: 2760: 2758: 2744: 2733: 2732: 2720: 2714: 2713: 2706: 2697: 2696: 2689: 2683: 2682: 2672: 2666: 2663: 2657: 2654: 2648: 2647: 2639: 2630: 2627: 2602: 2601: 2591: 2585: 2584: 2574: 2561: 2556: 2547: 2544: 2531: 2526: 2520: 2515: 2509: 2508: 2490: 2467: 2466: 2448: 2413: 2408: 2402: 2401: 2386: 2380: 2373: 2367: 2361: 2355: 2354: 2330: 2324: 2318: 2312: 2311: 2299: 2289: 2278: 2275: 2269: 2268: 2266: 2264: 2249: 2243: 2242: 2240: 2238: 2231:honestjohn.co.uk 2223: 2217: 2216: 2208: 2202: 2201: 2199: 2197: 2180: 2174: 2173: 2167: 2165: 2158:The Morris Minor 2150: 2144: 2143: 2126: 2120: 2119: 2094: 2088: 2085: 1996: 1984: 1972: 1960: 1854:Body and chassis 1806:Also called 1793: 1781: 1780: 1655: 1646: 1634: 1513:Series V (ADO59) 1479: 1467: 1455: 1443: 1418:was sold as the 1266:Body and chassis 1207: 1195: 1194: 1179: 1167: 1153: 1139: 985:Body and chassis 943:269,838 produced 925: 913: 912: 897: 885: 876:Instrument panel 873: 861: 849: 837: 766:Morris Oxford MO 671:Body and chassis 627: 615: 614: 524:Austin A40 Devon 323:Second World War 316: 224:Kerb weight 155:Body and chassis 55: 43: 42: 21: 4650: 4649: 4645: 4644: 4643: 4641: 4640: 4639: 4630:Subcompact cars 4605:Morris vehicles 4555: 4554: 4553: 4548: 4541: 4500: 4469: 4373: 4337: 4311: 4295: 4224: 4183: 4132: 4101: 4092:90, 110 and 127 4075: 4019: 3978: 3957: 3846: 3760: 3759:cars, 1966–1986 3757:British Leyland 3750: 3720: 3715: 3634: 3603: 3552: 3526: 3440: 3394: 3368: 3257: 3209: 3208:cars, 1952–1966 3203: 3164: 3130: 3078: 3076:Further reading 3073: 3072: 3062: 3060: 3051: 3050: 3046: 3036: 3034: 3029: 3028: 3024: 3014: 3010: 3000: 2998: 2989: 2988: 2984: 2974: 2972: 2963: 2962: 2958: 2948: 2946: 2941: 2940: 2936: 2926: 2924: 2915: 2914: 2910: 2900: 2898: 2893: 2892: 2888: 2883: 2879: 2862: 2855: 2842: 2841: 2837: 2828: 2827: 2823: 2814: 2813: 2809: 2793: 2792: 2788: 2783:on 5 June 2014. 2771: 2770: 2766: 2756: 2754: 2746: 2745: 2736: 2722: 2721: 2717: 2708: 2707: 2700: 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1145: 1143: 1140: 1114: 1074: 1022: 991:Body style 980: 942: 928: 911: 908: 906:Minor Series II 901: 898: 889: 886: 877: 874: 865: 862: 853: 850: 841: 838: 827: 790: 702: 677:Body style 666: 630: 613: 610: 579: 553:Packard Clipper 492: 437: 336: 331: 314: 135: 131: 127: 123: 119: 115: 95: 85: 82:British Leyland 80: 75: 58: 41: 36: 23: 22: 15: 12: 11: 5: 4648: 4638: 4637: 4632: 4627: 4625:Station wagons 4622: 4617: 4612: 4607: 4602: 4597: 4592: 4587: 4582: 4577: 4572: 4567: 4550: 4549: 4546: 4543: 4542: 4540: 4539: 4534: 4529: 4524: 4519: 4514: 4508: 4506: 4502: 4501: 4499: 4498: 4493: 4488: 4483: 4477: 4475: 4471: 4470: 4468: 4467: 4462: 4457: 4455:2.5 & 2500 4452: 4447: 4442: 4437: 4432: 4427: 4422: 4417: 4412: 4407: 4402: 4397: 4392: 4387: 4381: 4379: 4375: 4374: 4372: 4371: 4366: 4361: 4356: 4351: 4345: 4343: 4339: 4338: 4336: 4335: 4333:Kestrel / 1300 4330: 4325: 4319: 4317: 4313: 4312: 4310: 4309: 4303: 4301: 4297: 4296: 4294: 4293: 4288: 4283: 4278: 4273: 4268: 4263: 4258: 4253: 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TheSamba.com 2886: 2877: 2853: 2848:Derbyshirelive 2835: 2830:"Morris Minor" 2821: 2807: 2786: 2764: 2734: 2715: 2698: 2684: 2667: 2658: 2649: 2646:. p. 142. 2631: 2603: 2586: 2562: 2548: 2532: 2521: 2510: 2503: 2468: 2461: 2455:. Icon Books. 2414: 2403: 2381: 2368: 2356: 2349: 2325: 2313: 2306: 2279: 2270: 2244: 2218: 2203: 2175: 2145: 2139: 2121: 2107: 2089: 2079: 2078: 2076: 2073: 2006: 2003: 2002: 2001: 1998: 1991: 1989: 1986: 1979: 1977: 1974: 1967: 1965: 1962: 1955: 1930: 1929: 1927: 1926: 1919:1,098 cc 1917: 1906: 1894: 1892: 1886: 1885: 1881: 1880: 1878: 1877: 1871: 1864: 1862: 1856: 1855: 1851: 1850: 1848: 1847: 1844: 1841: 1838: 1834: 1832: 1828: 1827: 1824: 1820: 1819: 1817: 1816: 1813: 1809: 1807: 1803: 1802: 1798: 1797: 1794: 1786: 1785: 1777: 1775: 1772: 1755: 1752: 1748:Austin Allegro 1706: 1703: 1692: 1689: 1665: 1662: 1661: 1660: 1657: 1650: 1648: 1641: 1639: 1636: 1629: 1626: 1625: 1616: 1603: 1602: 1559:) were added. 1514: 1511: 1489: 1486: 1485: 1484: 1481: 1474: 1472: 1469: 1462: 1460: 1457: 1450: 1448: 1445: 1438: 1349: 1346: 1343: 1342: 1340: 1339: 1332:1,098 cc 1330: 1318: 1316: 1310: 1309: 1305: 1304: 1302: 1301: 1295: 1289: 1283: 1276: 1274: 1268: 1267: 1263: 1262: 1257: 1256: 1253: 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