William Morris’s first car, actually named the Morris Oxford but known as the Bullnose because of its distinctive, rounded radiator cowling in brass. A bold series of price cuts saw Morris becoming the UK’s biggest selling marque by 1924.
A small, affordable car whose price Morris eventually cut to £100, ensuring considerable popularity. Together with the baby Austin Seven, it made the motor car significantly more attainable in Britain.
A big pre-war and post-war hit, this barrel-bodied Morris developed through several iterations and remained a common sight right into the ‘60s.
A major step ahead in handling, steering, braking and roominess, the Alec Issigonis-designed Minor was a huge success. The Minor was the first British car to sell over a million, a milestone celebrated with a limited run of Minor Millions painted in a dubious shade of lilac. It was sold as a saloon, a semi-timbered Traveller estate, a convertible, a van and a pick-up.
The ‘50s Oxford was a family car staple of the Morris range, besides continuing with the model name that had started Morris off. An unremarkable car, except that it was the basis of India’s once hugely popular Hindustan Ambassador, Morris shipping all the Oxford III tooling to the company in 1957. The Ambassador – or Amby, as it is fondly known – remains in small-scale production today.
The revolutionary Mini was another creation from Alec Issigonis, its transverse, front-wheel drive powertrain and space-efficient packaging redefining small car design. Go-kart handling soon inspired the sportier Coopers and giant-slaying, headline-making competition performances. Classless, fashionable, much-loved and widely exported, it introduced a word to the English language and became Britain’s most famous – and most produced - car. Plant Oxford manufactured it for 10 years from 1959, its counterpart Longbridge, Birmingham factory remaining the chief UK source until its demise in 2000.
The second front-drive Issigonis model, essentially an enlarged Mini with Pininfarina styling and Hydrolastic fluid suspension. The most advanced small family car on sale at the time, it sold even faster than the Mini to become Britain’s best-seller for 10 years. Launched as a Morris, it was also sold as an Austin, MG, Riley, Vanden Plas and a Wolseley, and was offered in two-door, four-door and estate bodystyles.
Much derided at the time, but the Ford Cortina-bashing Marina was a top five best-seller for years despite its simple mechanicals, and a mainstay of the plant through the 1970s. Unusual for offering a coupe version that was cheaper than the saloon, it was replaced by the lightly restyled Ital in 1980, this car destined to be the last Morris. Like the Minor it replaced, the Marina achieved sales of over one million.
Essentially a rebadged Honda Civic, the Acclaim was a stop-gap model that was the product of an unusual deal struck in 1979 by BL Cars and Honda. The goal was to providing BL with a new model offering between the 1980 launch of the Austin miniMetro and 1983’s Austin Maestro, the Acclaim’s Honda-designed production lines also prompting the installation of the first robots at the Oxford plant. The Acclaim was also significant for being the first Japanese car to be built in the UK, and the last Triumph. The BL-Honda partnership eventually led to the Japanese company setting up its own UK factory at Swindon.
These executive cars were unusual for being the progeny of an engineering collaboration between Rover and Honda, the two sharing inner bodywork, suspensions and some drivetrains while presenting unique body and interior designs. Plant Oxford not only built the Rover 800 but for a short period, the sister Honda Legend model too.
The 800 was also part of a major export initiative to the US in the mid ‘80s, under the Sterling brand name. This much deeper collaboration furthered a fruitful period in which Japanese just-in-time and continuous improvement techniques were introduced to the plant, eventually leading to significant gains in vehicle build quality.
The first and only Rover wholly developed under BMW ownership, the elegantly styled 75 saw a wholesale improvement in both quality and dynamic standards for the brand. Production transferred to Longbridge, Birmingham, after BMW sold Rover in 2000 and ended prematurely in 2005, although variations of the model live on in China as Roewes and MGs.
The all-new MINI recalibrated the Mini as a larger, vastly more sophisticated premium supermini in an evolution that defined a new market, just as the original car did. Widely praised for styling that honoured its predecessor with contemporary and hugely appealing flair, it also won plaudits for its handling, imaginative interior design and build quality.
The MINI also introduced personalisation on a scale never before seen in a small car, firing the gun on a trend now widely copied. It exceeded its sales targets from the start – unlike the classic Mini – and was joined by a Convertible in 2002.
The next generation MINI hatch further refined the 2001 concept with more space, more sophistication, more advanced engines – now mainly UK-built – more equipment and more choice. This was expanded considerably by the introduction of the Clubman estate in 2007, the Coupé and Roadster in 2012 and the Clubvan in the same year. A renewed version of the highly popular Convertible appeared in 2007.