Before the arrival of German and Japanese brands, small car buyers were fed a diet of English makes
During the 1950s when BMC Australia wanted somewhere to send aspirational Morris Minor owners, it borrowed a design from Britain and introduced the Morris Major/Austin Lancer duo.
In 1959 when updating the design, BMC added a more substantial, finned body, then in 1962 an engine that would give the new Major Elite surprising firepower.
The Elite still used a derivative of BMC’s durable B Series engine, but in 1.6-litre form, as used by the larger Morris Oxford. It was also the same basic motor fitted to Mark 2 versions of the MGA.
Pricing the Elite at a very attractive £940 ($1880) in 1962 allowed the revamped Morris to undercut Ford’s newer-looking Cortina while offering four doors and a bigger engine. The shape hadn’t changed since 1959, though, and those fins were as outdated as the EK Holden’s.
Elites were intended to be very typical family cars, with space (at a pinch) for six across two bench seats and a decent-sized boot. Inside an Elite certainly wasn’t plush, but the surroundings were functional and easily maintained. It was also one of the first local designs to provide substantial amounts of foam dash padding and mounting points for front seat belts.
Same for the under bonnet and suspension which are sufficiently simple to attract anyone who wants a car they can maintain at home and for which mechanical parts are easily found.
The chassis design is basic Morris Minor, with torsion bars at the front and leaf springs behind. Telescopic shock absorbers mean that owners looking for better body control can stiffen the suspension without spending much money. Drum brakes all round are adequate and could be uprated to discs if an owner wanted to take the trouble.
Performance when new was a significant feature, with the low-geared Elite able to match more powerful cars away at the lights and to around 80km/h. Third gear was good for almost 110km/h but top speed was only 122km/h so the Elite was better suited to interesting back roads than when revving its lungs out on an expressway.
Steering with 2.8:1 turns lock to lock was direct but light. With radial-ply tyres in place of the awful, original cross-plys, Elites remained an easy car to park and became much easier to control under challenging conditions.
Virtually every Elite in existence would by now have been fitted with seat belts; essential not only for safety but to keep occupants in place on the slippery and unsupportive bench seat. Most Elites didn’t come with a radio and there is no logical spot to mount one except under the dash. There is no glovebox either, just a full-width front parcel shelf.
Despite being 60 years old, Elites aren’t difficult cars to find. There is a Facebook page devoted to the model where parts and entire cars are sold and photos are posted.
Entertainment trio The Kransky Sisters have for years used Elites as stage props; their most recent discovered almost on the doorstep of the Kransky ancestral home in Esk, an hour or so west of Brisbane.
Value range: Major Elite
Fair: $2000
Good: $6500
Excellent: $10,000
(Note: exceptional cars will demand more)
BUYER’S CHECKLIST
Body & chassis
Rust attacks from inside out. An Elite that shows minor bubbling around the wheel arches, door skins and sills might be more rust than metal when inspected on a hoist. While underneath, examine the inner sills, rear spring attachment points, cabin floors and firewall. Beware the car with shiny new paint that may be concealing ‘quickie’ repairs. Look also at the battery shelf behind the engine and in the spare wheel cavity. Check for cracking around the windscreen pillars, drooping doors and loose bumpers. Some repair sections are available but major structural repairs will overcapitalise these cars. A decent grille was recently offered at $120.
Engine & transmission
The B Series in all its forms is a tough engine and will soldier on even while displaying problems. Oil leaks from the rocker cover and head are common and some cars will trail smoke from the exhaust under acceleration. Overheating needs immediate investigation and don’t rely on the temp gauge. Let the car idle for a few minutes after being driven then switch off the engine and listen for hissing and bubbling from the radiator. Also, check the dipstick for signs of coolant contaminating the oil. Synchromesh on second gear is frequently worn (first gear has none) and crunches when downshifting are common. Differentials and rear axles were weak points but can be replaced with stronger components from other BMC models. Clutch slave cylinders are being remanufactured and cost around $250.
Suspension & brakes
Elite suspension is tough, simple and reasonably cheap to maintain. Rear leaf springs are a weak point, with cracked and flattened leaves easily replaced by complete new sets at $700 per pair. New front torsion bars seem to be unavailable but used replacements and pretty much everything else can be sourced from British parts specialists. Rear wheel cylinders leak and affect brake performance but repairs are inexpensive. Swapping front drum brakes for discs is recommended but does require a modified master cylinder so the calipers release properly.
Interior & electrical
Not a lot to go wrong here but check that the lights, horn, wipers and heater all operate as they should. Indicator stalks are fragile but replacements – albeit without the winking bulb – are available. Correct pattern seat coverings are difficult to find, so get a quote from a trimmer before finalising the price on a car with damaged seats. Cars with carpets (non-standard) can have a mouldy smell, indicating dampness beneath and potential floor corrosion. Seat adjusters can be jammed if the seat hasn’t moved in a while. Most cars will have seat belts, but they could have been fitted decades ago and should probably be replaced.
1962-1964 Morris Major Elite
NUMBER BUILT: 14,000 (approx.)
BODY STYLE: All-steel, integrated body/chassis four-door sedan
ENGINE: 1622cc in-line four-cylinder with overhead valves and single carburettor
POWER & TORQUE: 43kW @ 4250rpm, 123Nm @ 2300rpm
PERFORMANCE: 0-96km/h – 22.7 seconds, 0-400 metres – 22.5 seconds
TRANSMISSION: four-speed manual
SUSPENSION: Independent with torsion bars & telescopic shock absorbers (f) live axle with semi-elliptic springs and telescopic shock absorbers (r)
BRAKES: Drum (f) drum (r)
TYRES: 5.20 x 14 cross ply
From Unique Cars #469, Aug/Sep 2022