The Minor for most of its life was an outdated design but that hasn't prevented it from becoming an enthusiast car
If you were born a Baby Boomer, just into your teens by 1960, it is likely that your family car may have been a Morris Minor.
With mum and dad occupying the skimpy buckets up front, you and your siblings would get to battle for space on the narrow rear bench. That was normally OK, unless there were four or five of you, or nan and pop came along for a day out. Then the number of heads inside was about double the number of pistons beneath the bonnet.
The Minor had been part of Australian automotive life since 1949. Early cars used side-valve engines that originated well before World War 2. Then came the overhead valve power units which in various capacities and configurations would power BMC models for decades.
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Designer Alec Issigonis (also responsible for BMC’s Mini) wanted to build a car that was simple, space efficient and affordable. Originally there was a 918cc engine and 21kW, then an even smaller 803cc unit before the new A Series engine arrived.
In 948cc form, this motor brought additional power to a revamped Minor 1000. With a mild restyle, this car was available in Australia with two or four doors, as a locally sourced utility and panel van. Australian assembly ended in 1964 but the Minor remained available in Britain until 1971.
In Britain and other parts of the ‘Empire’, Traveller station wagons and the convertible Tourer were available and some of both have come here as personal imports.
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The ‘Morrie’ interior is a sparse place to be, but functional and easily maintained. Same for the underbonnet and suspension which are sufficiently simple to attract anyone who wants a car they can maintain at home and for which parts are easily found.
The Minor for most of its life was an outdated design but that hadn’t prevented it from becoming an endearing enthusiast car and one that offered some modern concepts such as rack and pinion steering. This in 1949 was a novelty usually found in competition cars and eliminating the clunky old steering box.
Not all Minors are what they seem either and unless you are buying one with the aim of winning ‘Best Original’ at car club events, ‘modernised’ versions shouldn’t be overlooked.
These may have acquired a Japanese-branded engine (Datsun’s 1.2 and 1.5-litre motors were based on the A Series) with a matching four or even five-speed transmission. Improved braking is available as well, using conversion kits based on Morris Marina components.
The rudimentary original interior can be improved as well; later model seats replacing the skimpy originals and seat belt mounting points welded into the body shell without huge amounts of modification.
The price of a good Minor has increased during recent years and $20,000 may seem a lot of money for very basic transport. However, as an alternative to a later model economy car it will battle the traffic without complaint and generate loads of smiles from onlookers.
VALUE RANGE: Morris (1000 Sedan)
Fair: $5000
Good: $12,500
Excellent: $18,500
(Note: exceptional cars will demand more)
Buyer’s Checklist
Body & chassis
Rust attacks from inside out. A Minor that shows minor bubbling around the wheel arches, door skins and sills might be more rust than metal when looked at closely 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 under the spare wheel. Check for cracking around the windscreen pillars, drooping doors and loose bumpers. Repair sections and new panels are available but major structural repairs will overcapitalise these cars.
Engine & transmsission
The A Series in all its forms is a tough engine and will soldier on even while displaying problems. So too are the Nissan, Toyota and other engines that may have been called upon to replace a worn-out BMC unit. Oil leaks 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 and crunches when downshifting are common. Constant noise or problems when selecting higher gears signifies more serious problems.
Suspension & brakes
‘Morrie’ 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. The old-style lever-action shock absorbers can be replaced with reproduction units or even converted to telescopics. Rear wheel cylinders leak and affect brake performance but repairs are simple and inexpensive. Swapping front drum brakes for discs is an easy process but does require a remanufactured master cylinder so the calipers release.
Interior & electrical
Not a lot to go wrong here, despite BMC’s faith in Lucas ‘Prince of Darkness’ electrics. Check that the lights, horn wipers, heater (if there is one) and gauges all operate as they should. Indicator stalks are fragile but still available new at around $180. Cars with carpets 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 Minors today will have seat belts, but they probably were fitted 20-30 years ago and should be replaced.
1957-1964 Morris Minor specs
Number built: 847,500 (approx.)
Body style: All-steel, integrated body/chassis two or four door sedan, van, wagon and convertible
Engine: 948cc, 1098cc in-line four cylinder with overhead valves and single carburettor
Power & torque: 27.5kW @ 4750rpm, 68Nm @ 2500rpm
Performance: 0-97km/h – 32.3 seconds, 0-400 metres – 23.2 seconds
Transmission: Four-speed manual
Suspension: Independent with torsion bars & lever arm shock absorbers (f) live axle with semi-elliptic springs and lever-arm shock absorbers (r)
Brakes: Drum (f) drum (r)
Tyres: 5.00 x14 crossply
From Unique Cars #456, Aug 2021