Morris Minor Owners Club

Haven't had any reason to remove shock absorber so don't know. Will have a look when I have a good reason to remove. I haven't go a hc.

moggyland wrote:Haven't had any reason to remove shock absorber so don't know. Will have a look when I have a good reason to remove. I haven't go a hc.

Can do a BMIHT search of the body number IF you ain't a Heritage Certificate.

Hi I believe it to be the only minor fitted with an x-pag engine and this front. The grill is of a car similar to the mg tds or tfs it is turn on its side. I would love to know who converted and why. The rear bumper is heavily modified with extra strengthening possibly for towing. In the glove box are two glass car guides one dated 1965 the other 61 I think can't remember exactly.
Paul skilleter mentions in his book on Morris minor about a experimental car with wolseley engine fitted which is a very similar if not the same type of engine the car was ex/185 built in 1951 but the mounting has been done different.
Try searching for x-pag engines they go for quite a bit when they are rebuilt and tuned.

http://www.ebay.co.uk/itm/1957-Morris-M ... 3a9900dcc4
nothing to do with me but may be of some interest to some one on here

Yes, What is an x-pag engine? Anyone know?

My thoughts for what they are worth....

les wrote:Yes, What is an x-pag engine? Anyone know?

http://www.mgtd.ca/xpag%20engine.htm

864 BYX wrote:POMMReg wrote:
I have conclusive proof it IS linked to Convertables!

How do you explain the TWO LBM2drs with "FC" chassis prefixes?

Friday afternoon, 4.59pm, the guy stamping the chassis plates makes a mistake .....
How many Minors were coming down the line each day....??

Regarding the roof chop theory...

864 BYX wrote:extra strengthening under the dash

Do you mean the corner brackets??

It would be totally uneconomic to take a saloon off the line and 'convert' it. Anyone who has done the conversion will know how much work is involved. Welding brackets under the dash, 'B' post, strengthening sills, re-painting etc. and aren't genuine convertibles different along the top of windscreen, and what about the spot welds around the top of the boot / parcel shelf area??
This theory has, as far as I am aware never surfaced before...

Doesn't work for me

Andy

Thanks Andy.
ps: Re convert saloons. Think you've got a point.

Hi,
Although I have been a member for a while I have not commented on your forum before ,but would just like to confim that I have a 55 split screen with the extended moulding
Chassis no FBE 11332528
Look forward to hearing from you
Steve b[frame][/frame]

Andy

I won't bore you with body numbers, BUT...

Each Cowley bodyshell was given a body CODE - for example Z20736 tells you
it's a 1957/8 2dr bodyshell, as BYX states, this has the under dash panel
strengthening - unique to Convertables - and I also have a Convertable with
the Z20736 Body code.

Additionally there's the prog number LOWER than the BODY number ie MORE
Convertables produced than originally constructed - if that makes sense?

Everyone owning lbm's will be nipping outside and thrusting their hands up
under their car's dash....lol

les wrote:Yes, What is an x-pag engine? Anyone know?

Engine designation X = engine type, P = push rod, A = power rating, G = MG, MG TC
Equivilent engines are USHM, U = engine type, S = side valve, H = power rating, M = Morris, Morris Minor Series MM
UPHW, U = engine type, P = push rod, H = power rating, W = Wolseley. OHV version of USHM
APHM, A = A Series, P = push rod, H = power rating, M = Morris, 803 Series II

I fear a book on that subject alone would interest few folk. For goodness sake don't side track Chris, he's having enough headaches sorting his ongoing project. Regarding a car being taken off the production line and then getting put back may provide a convenient answer but very unlikely an accurate one . What chaos that would cause on a busy production line! ''Hang on Fred, I want to put this one back'' ----''What! you only took it off 5 minutes ago!'' ----''ok everyone stop''

When did the nubers get stamped in, at the beginning of the line or at the end?

Body numbers FIRST - before painting process - chassis stamp/plate AFTER.

Bang goes the 'taken off the line' theory then, they wouldn't chop a painted shell!---Don't think Chris is that hard up, with a shed full of gpo vans!

les wrote:Bang goes the 'taken off the line' theory then, they wouldn't chop a painted shell!---Don't think Chris is that hard up, with a shed full of gpo vans!

Not really, depends WHAT part of the production or assembly line....

To conclude(ish)

Some LBM's 2drs had underdash strengthening
LBM bodyshells were produced alongside NON LBM bodyshells
Body numbers suggest more Tourers/Convertables were BUILT,
rather than produced.

Here endeth thy lesson

Surely convertibles have double thickness sill strengtheners.....hardly something that could be done AFTER the shell had been painted.... Or do all the blessed 'LBM' cars have double thickness there???? Even if not convertible ?? I think it's crazy to imagine convertibles were made by pulling saloon shells off the line.... and I very much doubt they were 'made to order' - surely churned out in batches in the popular colours at that time ?? A listing of convertible chassis numbers would surely confirm this...do Heritage hold such info in a 'searchable' form on a database ??

It's usually teenagers who are bored with everything
Being a bit older and previously unaware of LBM cars, I find it interesting.
Particularly the idea of creating convertibles from cars on the line. Presumably for the export market to the US as at the time this was a major priority.

We're ONLY talking less than 1000 vehicles here!

All Cowley Minor's had "Z" prefixed body codes,not exclusively
LBMs.