Morris 2200 Tyres

Built between 1964 and 1975, Alec Issigonis and Pininfarina worked on the exterior of the 1800 and 2200. The technology was seen as unconventional and ahead of its time, including as it did Hydrolastic suspension and an example of inertia-controlled brake proportioning, in the form of a valve that transferred braking force between front and rear axles as a function of sensed deceleration rather than as a function of fluid pressure. The bodyshell was exceptionally stiff with a torsional rigidity of 18032 Nm/degree, which surprisingly was greater structural rigidity than many modern cars up to the end of the century.

The 1800 and 2200 were not strong sales successes. While they were technically interesting and offered a roomy interior and comfortable ride, they struggled to find a place in the market. The packaging expertise that seemed a miracle in the Austin Mini and Austin 1100, was much less relevant in a larger car so that the car seemed to be "between sizes", oversized and not a direct competitor for the market slot it was aimed at. The driving position was also a little too "bus like" for some. Issigonis' refusal to acknowledge consumer interest in something more stylish and less eccentric cost the car dearly in sales, and it never achieved the volumes planned for it.

Out of 386,000 1800 & 2200 produced, 95,271 of these were Morris 1800s. Relatively few have survived outside the hands of enthusiasts owing to its original unfashionable image, and more recently, its popularity in the demolition derby and banger racing scenes, owing to the bodyshell's aforementioned exceptional strength and rigidity.

1972 Michelin Morris Fitment Guide

1974 Michelin Morris Fitment Guide