A Tale of Two Cars
by Christian Ditchfield
It all began with me selling the Lafrance last spring, my children wanted to come out with me and the lafrance wasn't a suitable car so I set out to buy a more sociable car.
I'd owned a Rolls Royce 20hp as my first vintage car at the tender age of 34, 15 years ago, and I was now on the hunt for a similar car. I prefer 20's saloon cars and the ultimate is a Roll Royce Phantom I/II. Through 2023 I attended and bid at auction on a couple of cars, a M45 Lagonda saloon and a Rolls Phantom I Tourer. I wasn't successful on those occasions and little seemed to coming on the market either in my price range or with my specific preferences.
By October, getting quite impatient and with the thought of missing another season without a vintage car I found a 1933 Morris Ten Saloon, again at an auction. This example was restored 30 years ago and was showing some nice patina, and a couple of paint scabs. But I don't mind that, I've always enjoyed the oily rag look.
I won the auction and arranged to go pick it up. It was listed as running and driving so I was intent on driving it the hour home from Leominster. My father kindly drove me down with my 2 children, they were keen to be in it on my first drive. I completed the paperwork and was given the keys. I thought a test drive round the car park was best and it was then I realised there was no clutch left as it was slipping quite badly. This would have been known to the auction house and the previous owner but was sadly not relayed to me. Although the clutch was in a poor state I decided to attempt the drive home anyway. My children joined me and I was tailed by my father in the backup car. I did make headway but the islands were proving a problem as it broke the momentum that I was trying to gain. It was like driving an elastic band powered car. After a couple of sticky moments and some impatient road users my children bailed on me, opting to finish the journey with my father, so I was left to it. I had looked for the best route home prior to me setting out but I couldn't come up with a route back from Leominster without any large Hills so I just went for it. Clows Top was the only point where I came to a complete standstill. The car not accepting 3rd from 4th. But stopping and selecting 1st allowed me to get over the brow of the hill and eventually making it home.
I'd owned a Rolls Royce 20hp as my first vintage car at the tender age of 34, 15 years ago, and I was now on the hunt for a similar car. I prefer 20's saloon cars and the ultimate is a Roll Royce Phantom I/II. Through 2023 I attended and bid at auction on a couple of cars, a M45 Lagonda saloon and a Rolls Phantom I Tourer. I wasn't successful on those occasions and little seemed to coming on the market either in my price range or with my specific preferences.
By October, getting quite impatient and with the thought of missing another season without a vintage car I found a 1933 Morris Ten Saloon, again at an auction. This example was restored 30 years ago and was showing some nice patina, and a couple of paint scabs. But I don't mind that, I've always enjoyed the oily rag look.
I won the auction and arranged to go pick it up. It was listed as running and driving so I was intent on driving it the hour home from Leominster. My father kindly drove me down with my 2 children, they were keen to be in it on my first drive. I completed the paperwork and was given the keys. I thought a test drive round the car park was best and it was then I realised there was no clutch left as it was slipping quite badly. This would have been known to the auction house and the previous owner but was sadly not relayed to me. Although the clutch was in a poor state I decided to attempt the drive home anyway. My children joined me and I was tailed by my father in the backup car. I did make headway but the islands were proving a problem as it broke the momentum that I was trying to gain. It was like driving an elastic band powered car. After a couple of sticky moments and some impatient road users my children bailed on me, opting to finish the journey with my father, so I was left to it. I had looked for the best route home prior to me setting out but I couldn't come up with a route back from Leominster without any large Hills so I just went for it. Clows Top was the only point where I came to a complete standstill. The car not accepting 3rd from 4th. But stopping and selecting 1st allowed me to get over the brow of the hill and eventually making it home.
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It wasn't until the Christmas holiday before I could set about changing the clutch. My father-in-law is a retired mechanic and he was coming to us for Christmas from Lancashire. I asked him if he wanted to help and gladly he accepted. We managed to get the gear box out on Boxing day. This came out up through the floor so we cleared out the interior and took out the wooden floor. Taking out the gearbox exposed a rather sad looking clutch plate. This is a cork clutch which runs in oil. I had already found a company in Walsall (Charles Cantrill) who re-line these cork clutches. They took the clutch plate and refurbished it within 2 days, I can't recommend them enough. Because it was turned around quickly my Father in law helped me put the new clutch in and the gearbox back before new year.
I have managed to take the Morris out for a successful shakedown although on return I did get stuck in the mud and wrecked our lawn trying to put it back in the garage after the biblical amount of rain we have had this year. I'm glad my wife is very forgiving as she watched me from the patio doors.
I'm looking forward to taking the Morris out and attend some events this year.
Well 'like buses' after searching all year another car popped up for auction a few days after bringing the Morris home, this was a 1930 Rolls Royce Phantom II. I had been keeping a daily eye on the 'for sales' and auction houses but this car seemed to pop up just a couple of weeks before it was due to be auctioned. The write up on the car did not put it in a good light as mechanically it was said to have been in a museum since 1963 and was only run up to temperature in 2022. I rang the auction house to get more details on whether they knew if it ran and drove. They offered the chance for me to see the car whilst it was still at their storage depot and said they would try and get it started for me. I had to go that week as it would soon be transported to London for the auction. After getting a day off work i was able to visit the storage depot and a gentleman called Tim was able to get it started and as a passenger drove me round the facility and we tested the brakes. All this was quite successful and gave me the confidence to go ahead and have a bid. I was unable to attend the auction in person so I had booked a telephone line to place my bids live. Tim was kind enough to be the one who was on the end of the phone and held my hand through the process. I won the car and for a very agreeable price. Prior to the auction Tim had also put me in touch with their preferred shipping company who again were very agreeable with their price and the service was great, they took care of everything and we set a date for delivery. A week later I received a phone call, could they bring the car that afternoon, a day early. I said yes knowing id got to make some quick stabling readjustments as the Morris had to be moved to make way. It was dark by the time the large transporter arrived. I had arranged for some family to help just in case it didn't start, and as it didn't perform it was unceremoniously pushed into the garage. I did get it started the next day after reading some handwritten instructions left by the previous owner. I hadn't quite got the levers on the steering wheel in the correct position not enabling the starting carburettor to work.
I have got the car registered with the DVLA as it has always been an Isle of Man car. I have now also wired some brake lights and indicators as a sensible modification. I'm in the process of ironing out some issues to make it a long distance reliable car. Fuel starvation and overheating have now been sorted although overheating may have been human error on my behalf
I have managed to take the Morris out for a successful shakedown although on return I did get stuck in the mud and wrecked our lawn trying to put it back in the garage after the biblical amount of rain we have had this year. I'm glad my wife is very forgiving as she watched me from the patio doors.
I'm looking forward to taking the Morris out and attend some events this year.
Well 'like buses' after searching all year another car popped up for auction a few days after bringing the Morris home, this was a 1930 Rolls Royce Phantom II. I had been keeping a daily eye on the 'for sales' and auction houses but this car seemed to pop up just a couple of weeks before it was due to be auctioned. The write up on the car did not put it in a good light as mechanically it was said to have been in a museum since 1963 and was only run up to temperature in 2022. I rang the auction house to get more details on whether they knew if it ran and drove. They offered the chance for me to see the car whilst it was still at their storage depot and said they would try and get it started for me. I had to go that week as it would soon be transported to London for the auction. After getting a day off work i was able to visit the storage depot and a gentleman called Tim was able to get it started and as a passenger drove me round the facility and we tested the brakes. All this was quite successful and gave me the confidence to go ahead and have a bid. I was unable to attend the auction in person so I had booked a telephone line to place my bids live. Tim was kind enough to be the one who was on the end of the phone and held my hand through the process. I won the car and for a very agreeable price. Prior to the auction Tim had also put me in touch with their preferred shipping company who again were very agreeable with their price and the service was great, they took care of everything and we set a date for delivery. A week later I received a phone call, could they bring the car that afternoon, a day early. I said yes knowing id got to make some quick stabling readjustments as the Morris had to be moved to make way. It was dark by the time the large transporter arrived. I had arranged for some family to help just in case it didn't start, and as it didn't perform it was unceremoniously pushed into the garage. I did get it started the next day after reading some handwritten instructions left by the previous owner. I hadn't quite got the levers on the steering wheel in the correct position not enabling the starting carburettor to work.
I have got the car registered with the DVLA as it has always been an Isle of Man car. I have now also wired some brake lights and indicators as a sensible modification. I'm in the process of ironing out some issues to make it a long distance reliable car. Fuel starvation and overheating have now been sorted although overheating may have been human error on my behalf
The Cars
1933 Morris Ten
This is the first year this Morris was built and for this year only was called the Morris Ten and not a 10/4 which it became in 1934. There are a couple of cosmetic differences namely the front double rail bumper. There are definitely mechanical differences in the chassis and I'm told other differences but what they are know body seems to be able to tell me categorically, even the Morris club. So until then I will buy 10/4 spares till I find out otherwise.
My car came with a box file full of history right back to the first owner, it even includes his driving licence. It was purchased as a Birmingham car and stayed in the area before visiting a couple of owners in Somerset and Hertfordshire. Its nice that it has come back to the area.
Auction write up
A wonderful old Morris with a known history from new; sympathetically restored and repainted about 30 years ago and carefully used since; bags of character and just how we like them!
The 10hp bracket took a large slice of the UK market in the 1930s with Austin, Morris, Ford, Vauxhall and Hillman all selling similar products head-to-head. Morris introduced their medium sized 10/4 in 1933 and it proved a winning formula with a conventional ladder chassis, excellent Lockheed hydraulic brakes, 27bhp side-valve 1,292cc 4-cylinder engine and 4-speed gearbox. Well-made and reliable, some 49,200 examples were sold before it was replaced by the Series II version in 1935.
This wonderful 10/4 was sold new in June 1933 by Frank Whitworth Ltd of Birmingham to first owner George Williams of Handsworth, the original purchase invoice showing that it cost the princely sum of £169 10s. Correspondence on file states that Mr Williams kept the car until his death, leaving it in his will to the church. An old invoice shows that by 1973 it was owned by a Rev FA Coley of Stoke Bliss, Tenbury Wells.
A letter from Austin Morris agent John Brown of Caerphilly dated April 1987 states that they acquired the car in 1978 at which point it had still only covered 10,000 miles with documentary evidence to warrant this figure. It was then drained of water and spent the next 10 years on static display in their showroom.
A letter from the next owner in Ryall, Worcs, who owned the car from 1987 – 1998, states that he had the bodywork restored and repainted by Tom Brown & Son, the interior refurbished by a gentleman in Cheltenham and a new wiring loom made by ex-Lucas Racing Team engineer Jon Bastick. A few photos show this work in progress. It has had another six owners since, all detailed in a DVLA print-out on file.
16 old MOTs from 1987 – 2017 imply that the car was on the road for much of this time, although the odometer seems to have got stuck on 36,687 miles from 2009 – 2014 so the true mileage is unknown, the clock currently showing 45,955 miles.
A good few invoices from 2013 – 2022 show regular upkeep during this period, including a rebuilt starter motor and dynamo, carburettor overhaul plus routine service items. A battery cut-off switch has also been fitted by the starter button between the front seats. The history file is large and interesting and includes some old driving licences and insurance documents from the 1930s, an original owner’s handbook and lubrication chart, a maintenance manual plus much else besides.
As you can see in the photos, this charming old Morris looks wonderful with bags of character and has been starting promptly and running sweetly as we have moved it around on site, with good 40psi oil pressure. We love it and we are sure that the next owner will too...
In 1933, amidst the backdrop of economic uncertainty and technological innovation, Morris Motors unveiled the Morris Ten, a car that would leave an indelible mark on the landscape of British motoring. As the automotive industry evolved rapidly, Morris sought to deliver a vehicle that combined reliability, affordability, and style, catering to the aspirations of the burgeoning middle-class populace.
The Morris Ten boasted a robust 1.3-liter four-cylinder engine, engineered to deliver a balance of power and efficiency. This engine, coupled with Morris's expertise in chassis design, resulted in a car that offered a smooth and responsive driving experience. Whether traversing the countryside or navigating urban thoroughfares, the Morris Ten provided a comfortable ride, with its suspension system adeptly absorbing the bumps and undulations of the road.
Beyond its mechanical prowess, the Morris Ten distinguished itself with its elegant yet understated exterior design. Characterized by flowing lines and graceful curves, the car exuded an aura of sophistication that belied its modest price point. Its sleek profile, accented by chrome trimmings and distinctive grille, commanded attention on the streets, marking its driver as a person of discerning taste and refinement.
Inside the Morris Ten, passengers were greeted by a spacious and well-appointed cabin, replete with creature comforts that were unprecedented for a car of its class. Plush upholstery, ample legroom, and ergonomic controls contributed to an atmosphere of luxury, elevating the driving experience for both the driver and their companions.
Despite the economic challenges of the Great Depression, the Morris Ten found favor among motorists seeking an affordable yet aspirational mode of transportation. Its competitive price, coupled with Morris's reputation for reliability and aftersales support, made it an attractive proposition for families, professionals, and small businesses alike.
Over the years, the Morris Ten would evolve through various iterations, each one building upon the successes of its predecessor while incorporating advancements in automotive technology and design. Yet, its enduring legacy would lie in its ability to democratize motoring, offering ordinary people the opportunity to experience the freedom and exhilaration of the open road in a car that was as dependable as it was stylish.
1930 Rolls Royce Phantom 2
The chassis was built in 1930 and purchased by the dealer Car Mart on behalf of a customer. It was never registered in the UK and the next we hear it's been registered in the Isle of Man who was the chairman of the Island public transport company. It was used by him and his wife and after they passed it stayed in the ownership of the company till 1963 when the Museum bought it. The 40k mileage is genuine and backed up by paperwork. I am the 3rd Owner from new.
The car is completely original and untouched.
The car has been in a museum on the Isle of Man since 1963 and when that closed in 2010 this car stayed in the museums owners personal collection.
Auction write up
1930 Rolls-Royce Phantom II Weymann Saloon by H J Mulliner
1933 Morris Ten
This is the first year this Morris was built and for this year only was called the Morris Ten and not a 10/4 which it became in 1934. There are a couple of cosmetic differences namely the front double rail bumper. There are definitely mechanical differences in the chassis and I'm told other differences but what they are know body seems to be able to tell me categorically, even the Morris club. So until then I will buy 10/4 spares till I find out otherwise.
My car came with a box file full of history right back to the first owner, it even includes his driving licence. It was purchased as a Birmingham car and stayed in the area before visiting a couple of owners in Somerset and Hertfordshire. Its nice that it has come back to the area.
Auction write up
A wonderful old Morris with a known history from new; sympathetically restored and repainted about 30 years ago and carefully used since; bags of character and just how we like them!
The 10hp bracket took a large slice of the UK market in the 1930s with Austin, Morris, Ford, Vauxhall and Hillman all selling similar products head-to-head. Morris introduced their medium sized 10/4 in 1933 and it proved a winning formula with a conventional ladder chassis, excellent Lockheed hydraulic brakes, 27bhp side-valve 1,292cc 4-cylinder engine and 4-speed gearbox. Well-made and reliable, some 49,200 examples were sold before it was replaced by the Series II version in 1935.
This wonderful 10/4 was sold new in June 1933 by Frank Whitworth Ltd of Birmingham to first owner George Williams of Handsworth, the original purchase invoice showing that it cost the princely sum of £169 10s. Correspondence on file states that Mr Williams kept the car until his death, leaving it in his will to the church. An old invoice shows that by 1973 it was owned by a Rev FA Coley of Stoke Bliss, Tenbury Wells.
A letter from Austin Morris agent John Brown of Caerphilly dated April 1987 states that they acquired the car in 1978 at which point it had still only covered 10,000 miles with documentary evidence to warrant this figure. It was then drained of water and spent the next 10 years on static display in their showroom.
A letter from the next owner in Ryall, Worcs, who owned the car from 1987 – 1998, states that he had the bodywork restored and repainted by Tom Brown & Son, the interior refurbished by a gentleman in Cheltenham and a new wiring loom made by ex-Lucas Racing Team engineer Jon Bastick. A few photos show this work in progress. It has had another six owners since, all detailed in a DVLA print-out on file.
16 old MOTs from 1987 – 2017 imply that the car was on the road for much of this time, although the odometer seems to have got stuck on 36,687 miles from 2009 – 2014 so the true mileage is unknown, the clock currently showing 45,955 miles.
A good few invoices from 2013 – 2022 show regular upkeep during this period, including a rebuilt starter motor and dynamo, carburettor overhaul plus routine service items. A battery cut-off switch has also been fitted by the starter button between the front seats. The history file is large and interesting and includes some old driving licences and insurance documents from the 1930s, an original owner’s handbook and lubrication chart, a maintenance manual plus much else besides.
As you can see in the photos, this charming old Morris looks wonderful with bags of character and has been starting promptly and running sweetly as we have moved it around on site, with good 40psi oil pressure. We love it and we are sure that the next owner will too...
In 1933, amidst the backdrop of economic uncertainty and technological innovation, Morris Motors unveiled the Morris Ten, a car that would leave an indelible mark on the landscape of British motoring. As the automotive industry evolved rapidly, Morris sought to deliver a vehicle that combined reliability, affordability, and style, catering to the aspirations of the burgeoning middle-class populace.
The Morris Ten boasted a robust 1.3-liter four-cylinder engine, engineered to deliver a balance of power and efficiency. This engine, coupled with Morris's expertise in chassis design, resulted in a car that offered a smooth and responsive driving experience. Whether traversing the countryside or navigating urban thoroughfares, the Morris Ten provided a comfortable ride, with its suspension system adeptly absorbing the bumps and undulations of the road.
Beyond its mechanical prowess, the Morris Ten distinguished itself with its elegant yet understated exterior design. Characterized by flowing lines and graceful curves, the car exuded an aura of sophistication that belied its modest price point. Its sleek profile, accented by chrome trimmings and distinctive grille, commanded attention on the streets, marking its driver as a person of discerning taste and refinement.
Inside the Morris Ten, passengers were greeted by a spacious and well-appointed cabin, replete with creature comforts that were unprecedented for a car of its class. Plush upholstery, ample legroom, and ergonomic controls contributed to an atmosphere of luxury, elevating the driving experience for both the driver and their companions.
Despite the economic challenges of the Great Depression, the Morris Ten found favor among motorists seeking an affordable yet aspirational mode of transportation. Its competitive price, coupled with Morris's reputation for reliability and aftersales support, made it an attractive proposition for families, professionals, and small businesses alike.
Over the years, the Morris Ten would evolve through various iterations, each one building upon the successes of its predecessor while incorporating advancements in automotive technology and design. Yet, its enduring legacy would lie in its ability to democratize motoring, offering ordinary people the opportunity to experience the freedom and exhilaration of the open road in a car that was as dependable as it was stylish.
1930 Rolls Royce Phantom 2
The chassis was built in 1930 and purchased by the dealer Car Mart on behalf of a customer. It was never registered in the UK and the next we hear it's been registered in the Isle of Man who was the chairman of the Island public transport company. It was used by him and his wife and after they passed it stayed in the ownership of the company till 1963 when the Museum bought it. The 40k mileage is genuine and backed up by paperwork. I am the 3rd Owner from new.
The car is completely original and untouched.
The car has been in a museum on the Isle of Man since 1963 and when that closed in 2010 this car stayed in the museums owners personal collection.
Auction write up
1930 Rolls-Royce Phantom II Weymann Saloon by H J Mulliner
Chassis no. 141GY
• Coachwork believed unique
• First registered in the Isle of Man in 1932
• Present ownership since at least 1963
The Phantom II was introduced in 1929 as a successor to the New Phantom (retrospectively known as the Phantom I) with deliveries commencing in September of that year. Unlike its predecessor, which inherited its underpinnings from the preceding 40/50hp model, the Silver Ghost, the Phantom II employed an entirely new chassis. Built in two wheelbase lengths - 144" and 150" - this new low-slung frame, with its radiator set well back, enabled coachbuilders to body the car in the modern idiom, creating sleeker designs than the upright ones of the past.
The engine too had come in for extensive revision. The PI's cylinder dimensions and basic layout - two blocks of three cylinders, with an aluminium cylinder head common to both blocks - were retained, but the combustion chambers had been redesigned and the 'head was now of the cross-flow type, with inlet and exhaust manifolds on opposite sides. The magneto/coil dual ignition system remained the same as on the PI. The result of these engine changes resulted in greatly enhanced performance.
Chassis number '141GY' was completed in November 1930 with panelled Weymann saloon-with-division coachwork by H J Mulliner The internal division is removable and this particular coachwork is believed unique.
The Phantom was sold new to The Car Mart of Park Lane, London W1 and first owned by one C Meynell, whose address is recorded as 2 Thames House, Queen Street Place, London EC. '141GY' is pictured in Lawrence Dalton's seminal work, Rolls-Royce The Derby Phantoms (page 221) carrying the Isle of Man registration 'YMN 846'. IoM registration paperwork on file shows that 'YMN 846' was issued in 1963 and that the late Richard Evans was the owner at that time. The previous registration is recorded as 'MN 400', which is listed as the Phantom's original registration in The Derby Phantoms. It should be noted that the Rolls-Royce was first registered in the IoM as early as 19th October 1932, and there is no record of a previous UK registration, assuming it had one. Prior to its current registration the car was registered as 'MN 4050'.
While with the Manx Motor Museum the Phantom has been well stored, seeing very little use, and was last run up to temperature in 2022. The history file contains various documents including a copy build sheet, an IoM Vehicle Registration Certificate, and starting and operating instructions (essential reading before use).
• Coachwork believed unique
• First registered in the Isle of Man in 1932
• Present ownership since at least 1963
The Phantom II was introduced in 1929 as a successor to the New Phantom (retrospectively known as the Phantom I) with deliveries commencing in September of that year. Unlike its predecessor, which inherited its underpinnings from the preceding 40/50hp model, the Silver Ghost, the Phantom II employed an entirely new chassis. Built in two wheelbase lengths - 144" and 150" - this new low-slung frame, with its radiator set well back, enabled coachbuilders to body the car in the modern idiom, creating sleeker designs than the upright ones of the past.
The engine too had come in for extensive revision. The PI's cylinder dimensions and basic layout - two blocks of three cylinders, with an aluminium cylinder head common to both blocks - were retained, but the combustion chambers had been redesigned and the 'head was now of the cross-flow type, with inlet and exhaust manifolds on opposite sides. The magneto/coil dual ignition system remained the same as on the PI. The result of these engine changes resulted in greatly enhanced performance.
Chassis number '141GY' was completed in November 1930 with panelled Weymann saloon-with-division coachwork by H J Mulliner The internal division is removable and this particular coachwork is believed unique.
The Phantom was sold new to The Car Mart of Park Lane, London W1 and first owned by one C Meynell, whose address is recorded as 2 Thames House, Queen Street Place, London EC. '141GY' is pictured in Lawrence Dalton's seminal work, Rolls-Royce The Derby Phantoms (page 221) carrying the Isle of Man registration 'YMN 846'. IoM registration paperwork on file shows that 'YMN 846' was issued in 1963 and that the late Richard Evans was the owner at that time. The previous registration is recorded as 'MN 400', which is listed as the Phantom's original registration in The Derby Phantoms. It should be noted that the Rolls-Royce was first registered in the IoM as early as 19th October 1932, and there is no record of a previous UK registration, assuming it had one. Prior to its current registration the car was registered as 'MN 4050'.
While with the Manx Motor Museum the Phantom has been well stored, seeing very little use, and was last run up to temperature in 2022. The history file contains various documents including a copy build sheet, an IoM Vehicle Registration Certificate, and starting and operating instructions (essential reading before use).
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