Spot the grot
… where the Minor goes astray
you’re better off fitting a later OHV A-series unit. The sweetest A-series engine is the 948cc engine (1956-1962), despite being less powerful than the 1098cc. It’s also easy to work out when things aren’t right and simple to rebuild. Blue exhaust smoke and an illuminated oil pressure warning light signify that a bottom-end rebuild is going to be required – expect knocking galore from the bottom end too.
Although the 948cc A-series is the sweetest engine, the 1098cc version is the most useable for regular driving – it’s the most powerful, so it can most easily keep up with traffic. It’ll wear out eventually, but it will take a certain amount of neglect in its stride. Rebuild costs are much the same whether 948cc or 1098cc, at around £1100.
Some Minors have received the 1275cc engine. If it’s replacing another A-series engine it’s a straight swap, but to cope with the extra power the front brakes should also be converted to discs, and we’d recommend suspension tweaks, too.
The gearbox is the Minor’s Achilles’ heel, with parts supply poor for all cars other than the 1098c version. No Minor had synchromesh on first gear – if the box jumps out of gear, whines or rumbles, budget on £500-£700 for a rebuilt transmission.
Gearbox parts for 1098cc cars are still plentiful, which is why some owners fit a later ’box to their early car. However, an alternative is to fit a Ford Sierra unit. This offers five gears and is much stronger, and although it costs around £1000 including fitting, it’s unlikely the transmission will
ever need another rebuild. Incidentally, an MG Midget gearbox will also fit, but the ratios are different and these transmissions are getting scarce.
While the clutch, diff and propshaft are strong, axle casings corrode, especially around the leaf spring mountings. Decent used casings are scarce and cost £100 if you can find one. You’ll then have to slot in your own differential; the standard ratio for the 1098cc was 4.222:1, but the 3.72:1 unit taken from the Riley 1.5, Wolseley 1500 and MG Midget 1500 provides more relaxed cruising, although with the accompaniment of leisurely acceleration. The 3.9:1 ratio from the Midget MKIII is the ideal choice overall, as it provides a better balance of acceleration and high-speed cruising. The front suspension needs to be greased at least every 3000 miles, or the swivel pins wear. Check for any wear by supporting the car under the lower suspension arms to take the weight off the front wheels. Grip the front wheel at its top and bottom, and rock it. If any play is evident, allow £120-£190 per side for a new swivel pin with fresh top and bottom trunnions. The swivel pins can also seize if the grease doesn’t get to
where it needs to. It’s not a common fault, but when it happens the steering goes heavy; replacement is the only option.
The front suspension may be primitive, but the rear is even more archaic. The lever-arm dampers can leak, with reconditioned items costing £35 apiece, although telescopic conversions aren’t rare. The latter cost £100-£180 (front) and £140-£200 (rear) or there are even coilover conversions for around £380 (front or rear).
If the car has been converted to telescopic dampers, the necessary brackets are either welded in place or bolted in – and it’s possible to get the location wrong, leading to tyres rubbing on dampers, so be sure to look for any clearance issues. A front-anti-roll bar can also be a worthwhile modification. These cost £110 and fitting one can transform the car’s handling.
Drum brakes at the front and rear were standard on all Minors, and because of the car’s low weight and limited performance they’re up to the job if maintained. For greater peace of mind, you can buy a simple off-the-shelf front disc conversion for £400-£550, while for £170 you can buy a servo kit complete with all mountings.
The final mechanical check should be carried out on the brake master cylinder which is mounted under the driver’s footwell, where it gets bombarded with road debris. As it’s out of sight it often gets forgotten; fitting a new one is straightforward but fiddly (the torsion bar gets in the way) although at £75 it won’t break the bank.
Trim and electrics
While original trim has disappeared, you can buy excellent repro stuff for less than you might think. You can opt for leather or vinyl interior trim, while Convertible hoods are available in Everflex (£415) or mohair (£570); carpet sets cost £168.
The Minor’s electrical system is easy to check and it’s just as straightforward to carry out any repairs. Poor connections and a fragile loom are the most common issues, but neither is tricky to sort; emery cloth and fresh wiring are the respective fixes. A whole new loom will cost only between £175-£225 and because they’re so simple, fitting is more time consuming than difficult.