Road Test

The Times tested the fabric bodied version of the new car. The driver has been given an electrical petrol gauge. Standard fitments include: bumpers, a stoplight and dipping headlights pneumatically controlled from the steering wheel. The four-wheel brakes are Lockheed hydraulic. The rear brakes by hand were found to be "useful" and the pedal brakes "admirable". Tools are supplied in a locker under the near side running board. The battery can be got at through a trap under the driver's seat. At the rear there is a fair-sized lockable luggage compartment. "The minimum brake horsepower is stated to be 45 at 3,200 rpm." Frame members are straight and at bumper height so that any shock is better withstood.^[8]

The Times went on to describe the new car as well-proportioned with seating front and back "thoroughly comfortable". The highest speed was about 60 miles an hour in top gear. Clutch action was satisfactory.^[8]

Chassis alone £215, this fabric saloon £285,^[8] tourer £275, coupé £295, coach built saloon £299.^[9]

• Oxford Six saloon
  registered April 1930
• Oxford Six saloon
  registered December 1930

In August 1930 a shorter chassis more expensive version was announced and named Morris Major Six, "A new light six-cylinder 15 hp model with a sparkling road performance". The Isis Six matched the Oxford SIx but was given "luxurious bodywork" and a larger 2½-litre engine.^[10]

Upgrade

In September 1932, the gearbox gained a fourth speed and the engine grew to 2062 cc with the Q-series unit. All Morris cars were given anti-splash side-shields to their front wings.^[11]

Direction indicators, a set of three coloured lights on each side of the car visible from front and rear were fitted. Controlled from a switch on the dashboard they permitted accurate indications of planned movements while the car's windows remain shut.^[11]

In its road test The Times commented favourably on the direction indicators though it noted the lack of ashtrays. Further comments of interest: starter access, should the starter lock, was considered difficult. The car moved with a mechanical smoothness and quietness "not always found with a car of this price". The saloon cornered unusually well. The pedal brakes were excellent but for a slight pull to the offside.^[12]

Automatism

All Morris cars for 1934, this was announced in August 1933, were to have 4-speed synchromesh gearboxes, dipping headlights, hydraulic shock absorbers, hydraulic brakes, rear petrol tank, direction indicators, safety glass and automatic ignition.^[13]

The Oxford, Isis and Twenty-five were singled out and given "automatic clutch control" described by The Times as automatism. The Oxford also received a governable free-wheel, bigger seats, a spare wheel cover and concealed ashtrays for back seat passengers.^[13]

The chassis frame was quite new and now also contained a cruciform shape. It was longer as well as stronger with flexible mounting for the (continued) 2062 cc engine. New shaped coachwork incorporated improved running boards, a new pattern of brake lever, draught excluders over the slots for the pedals and gear lever and interior sun visors, twin rear and reversing lights, fog light, occasional table folded behind the front seats, new pattern armrests are place front and rear and a folding footrest provided for rear seat passengers.^[13]

Reporting again in March 1934 The Times drew attention to the gearbox's free-wheel, quiet-third and synchromesh on the three top speeds. "Automatic clutch control" eliminated use of the clutch even for starting or stopping. Automatic engine restarting was fitted. The steering wheel was too large though distracting rather than obstructive. The handbrake lever was awkwardly shaped and positioned. The car remained smooth and quiet.^[14]

Tax relief

This Oxford Six was renamed Oxford Sixteen in September 1934 and placed within the new 16 to 25 horsepower range of Morris Big Sixes expanded in view of the 25 per cent reduction in Horse Power tax expected in 1935.^[15]