Morris Minor Owners Club

Hi.
Answer is NO

Series MM with side-valve engine was replaced by split-screen Series 2 with OHV engine during 1952. Series 2 was facelifted during 1954 but retained split-screen until phased out during 1956.

If your shell still has a chassis/id plate on the bulkhead, the chassis number should tell you whether it's a Series MM shell (prefix SMM) or a Series 2 (prefix starting with F).

If it IS a Series MM shell there may, depending on it's age be a number of differences between it and earlier/later shells.

With respect, I don't think this is quite correct.

The new ID plates with F-series prefixes were introduced 1 April 1952, presumably to rationalise with the Austin system in the newly combined BMC. It started with serial # 139439, and the old Nuffield practice of allocating separate RHD and LHD sequences ended.

But the first Series II car wasn't until August 1952, at chassis # 160001. So I believe all Series II Minors should have "F" prefixes, and even some late Series MM cars as well.

best, jv.

palacebear wrote: ↑Sun May 20, 2018 11:31 am If your shell still has a chassis/id plate on the bulkhead, the chassis number should tell you whether it's a Series MM shell (prefix SMM) or a Series 2 (prefix starting with F).

If it IS a Series MM shell there may, depending on it's age be a number of differences between it and earlier/later shells.

JohnV wrote: ↑Fri Aug 31, 2018 1:52 pm With respect, I don't think this is quite correct.

The new ID plates with F-series prefixes were introduced 1 April 1952, presumably to rationalise with the Austin system in the newly combined BMC. It started with serial # 139439, and the old Nuffield practice of allocating separate RHD and LHD sequences ended.

But the first Series II car wasn't until August 1952, at chassis # 160001. So I believe all Series II Minors should have "F" prefixes, and even some late Series MM cars as well.

best, jv.

I think you're probably correct. I'd overlooked the 'small' fact that S-MM and S-II were built alongside each other for a few months, hence S-MM with numbers higher than 160001 would in all probability have F prefix numbers!

I've already got my new copy of Minor Matters and was fascinated by the feature on Clementine. What a great project! I wish you well with her and hope that you keep us all updated on your progress

Thank you for the good words! Clementine will be quite a project, for sure.

But, hey, everyone needs to do one ridiculously complicated, horrifyingly expensive rotisserie restoration in their life ... right?

palacebear wrote: ↑Fri Aug 31, 2018 4:39 pm I've already got my new copy of Minor Matters and was fascinated by the feature on Clementine. What a great project! I wish you well with her and hope that you keep us all updated on your progress

No dividdd into mm, early s2 and late s2

What’s people’s thoughts on these NOS rings? Salvageable?

Only good for the scrap bin unfortunately

I totally agree with Phil's comment. ESM can supply new piston ring sets from standard size through to +60 for the 918cc Side-Valve Series MM Minor.

https://www.morrisminorspares.com/engin ... 40-p830018

I hope this is posted in the right section; while I have had A-Series Morris Minors for nearly 40 years, I have just entered the world of MMs having also acquired a 1952 convertible with original 918cc engine and am on a steep learning curve!
Are there any recommendations for spark plugs other than Champions? I know the current application is L86 (replacing L10) but wondered if there is much to chose between different makes now. I have used NGKs in my other car with a 1275 Midget engine, after having troubles with Champions many years ago and was advised by the last AA breakdown man to ditch them and switch to NGKs, which I did.
I know the sidevalve engine is not a performance beast(!) and it may not make much difference, but know there will be some informed opinions on this website!