It was a small car with a 1018 cc four-cylinder side-valve engine with fixed cylinder head from White & Poppe.

[2] The chassis made by Rubery Owen was of pressed-steel construction and suspension was by leaf springs, semi-elliptic at the front and longer three-quarter elliptic at the rear slung above the axle.

The welded single piece banjo rear axle with splined half shafts was driven by a Wrigley Worm.

[1] The range of bodies was now expanded from the simple two-seater to include even a limousine and a sporting car which, like the vans, had no windscreen or doors but was provided with a speedometer as a standard fitting.

[1] In April 1914 interested readers of The Times were asked to remember the suggested solution to anxiety amongst British manufacturers brought about by the influx of cheaper American vehicles.

It is free from any trickiness in handling and is characterised by a general robustness of construction which is very commendable"[4] Because of this car's significance to Britain's new motor industry the points made by The Times's correspondent are summarised below: The American engined Continental Cowley, with most other significant components US sourced, shown to the press in April 1915, was a 50 percent larger engined (1495 cc against 1018 cc), longer, wider and better equipped version of this Morris Oxford with the same "Bullnose" radiator.

[6] The new car's 11.9 fiscal horsepower 1548 cc engine was made under licence in Coventry for Morris by a British branch of Hotchkiss the French ordnance company which was turning away from guns to the motor industry.

The chassis alone was shown and was genuinely admired for the way all transmission, everything revolving, was fully enclosed in what amounts to an oil bath, everything but the fan belt.

The common sense of the designers is shown in many small details but "its greatest charm is in the engine's steam-like flexibility" and liveliness.

[5] In July 1921 The Times reported on one of "the best makes of British light car of modern design" writing that the 11.9 hp Morris Oxford could attain a speed of around 45 miles an hour on the level.

There is no safety stop for reverse but the gear box was pronounced the chief delight on the car, it is "simple, quiet and expeditious".

Difficult to avoid on an 8' 6" wheelbase but passengers' coats sweep dusty or muddy wings on entry and exit.

[10] At the next October's Olympia Motor Show the cars were shown with front wheel brakes, to a design by Rubury, as an optional extra at £10.

[11] At the Motor Show 1925 the 14/28 power output was reported to be 34 bhp and four-wheel brakes were standard, the same car had Barker dipping headlamps and thermostatic control of its engine's cooling water.

[12] The Times tried the 14/28 again and reported to its readers in mid January 1926 that while there may now be better designs of light car the 14/28 represented great value for money and still came with insurance for its first twelve months.