Those who are wishful to have a pleasure of six cylinder motoring whilist still keep a strict watch on expenditure can do no better than own a Major Six. The prices are really attractively low and running costs and up keep are equally low.

But you would never suspect an "ecomony complex" from the behaviour of appearance of the car. The Major Six is quite definitely fast and the four speed gearbox and Lockheed hydraulic brakes make this speed entirely reasonable and saft.

The chassis is built pleasantly and low and there is no stinting of room in the bodies fitted. The Saloon model is a genuine four - five seater. There are all manner of extras fitted which you would hardly expect at the price. The 1933 models carry the side shielded wings and have the additional safety features of the new Flashing Direction Indicators and a rear stop light automatically coupled with the foot brake.

The Major has earned the reputation of being "the most for your money in Sixes". If you will study the deatail specifications and then turn to the pictures of the cars themselves, we feel sure you will agree with this claim.

General
The basic design consists of a six cylinder water cooled engine with totally enclosed clutch and four speed gearbox built in unit construction. This power unit is mounted by four point attachments to a sturdy deep sectioned downswept frame, giving a particular low center of gravity. It is supported fron and rear on the long semi elliptic springs. The track is 4 ft 4 in (1.321m) and wheelbase 8 ft 10 in (2.629m).

Engine
The six cylinder engine has a bore of 63.5 mm (2.5in) and a stroke of 102 mm (4.01in) giving a cubic capacity of 1938 cc (118.27 in³). The six clinder are cast en bloc with upper half of the crankcase, which extends well below the crankshaft centre and is reinforced with internal webs, thus producing a deep firder structure of particular strength and ridigity.

The crankshaft is of the four bearing type, with bearings of the largest possible diemensions. Every cankshaft is balanced both statically and dynamically to very fine limits. The main bearings are of die cast white metal accurately machined to such close limtis to render hand fitting unnecessary and interchangeability certain. The steel connecting rods are equipped with white metal big end bearings of the full four ring type. They are also individually balanced and the complete assemblies of rods and pistons are equalised to weight to within .02 oz. (best aero engine practice).

Side by side valves are fitted and operated in conjunction with a detachable head whose combustion spaces are completely machines to ensure equality of compression and reduction of carbon deposits to the greatest possible extent. The valves are operated by a hollow camshaft of large diameter running in four generous bearings and driven by a Duplex roller chain from the crankshaft, which also serves to drive the dynamo. The tappet guides are mounted in three units which can be completely removed without interfering with any other components and the tappets are spring loaded to ensure silent operation. The induction pipe and exhaust manifolds are cast integral and provide with adequate hot spots. An important feature of the induction system is the combined air preheating cover and cleaner, which also collects and consume all fumes discharged from the crankcase breathers.

Lubrication
A spur pump is submerged in the oil sump and driven from the camshaft by hellical gearing supplied oil for full forced feed oiling circuit, the oil being adequately filtered by a large area filter tray before passing into circulation. Chassis lubrication is by accessible nipples and Enots high pressure oilgun.

Cooling System
A centertriful pump driven from the rear of the fan spindle circulates the cooling water from the base of the cylinder jackets upwards. it is passed from the cylinder head through three carefully positioned ports which ensure even temperature distribution. The water is maintained at the most effective temperature by automatically operated radiator shutters and the radiator is fan forced.

Electrical Equipment
Ignition is by battery and coil with the automatically controlled distributor mounted vertically at cylinder head level, an excellent position for serving or negotiating flooded areas. The dymano is carried well up on the side of the engine, where it is readily accessible. The starter motor is of the sliding pioion type and provided with Startex automatic switch. Lucas Biflex head lamps with dipping reflectors, side lamps and stop and reverse lamp are all standard equipment, while all switches together with ignition, slow running adjustment for the throttle and dipping head lamp mechanism, are mounted in the center of the steering wheel. Included is an electric windscreen wiper with twin blades.

Carburation
The working mixture is suppled by an S.U. carburetter feeding into an induction pipe cast integral with the cylinder head. The carburetter is fitted with a horizontal pivoted throttle to ensure distribution wihtout bias and adequate control over the mixture strength is provided. An air preheating and cleaning cover is fitted to the head, which consumes all crankcase fumes and prevents them from entering the body of the car.

Transmission
The cutch is of the single type with cork insert friction furfaces runnig in oil. Its action is light, smooth and certain under all conditions and its lubrication is automatic. The sturdy, cast iron gearbox possesses four speeds, constant mesh and third speeds gears being of the silent double heclical type. All gears are of case hardened nickle chrome steel accurately finished. A tubular propeller shaft with Spicer univerisal joints at either end, transmits the drive to the spiral bevel final drive, which are differential equipped.

Four Wheel Brakes
Fully compensated four wheel brakes of the lockhead hydraulic pattern are fitted. Maximum braking efficiency is maintained at all times, there being no lost motion or loss of leverage. A powerful hand brake operating on the rear wheels is also fitted and is provided with simple adjustment fromt the driver's seat.

Petrol Tank
Petrol tank of 9 gallons (40 litres) capacity is carried at the rear of the chassis and is provided with an efficient peddel guard. Indication of its contents is given by an electric gauge with intrument panel dial. Petrol is fed to the carburetter by an S.U. automatic electric Petrolift.

Steering
The steering gear is of the Bishop cam type extremely light in operation.

Suspension
Long semi elliptic springs fore and aft, controlled by progressive shock absorbers of the Armstrong hydralic type, provided suspension of particular good quality.

Tool Kit
A full kit of tools is provided with every car, housed in an accessible compartment.

General Equipment
Triplex glass throughout, finger tip controls for ignition, slow running, dymano, lamps and horn; automatic radiator shutters (chromium finished), direction indicators, window louvers, winding door windows, Lockheed hydralic brakes, single panel adjustable windscreen, pile carpet, private locks on doors, roof lamp, pedal rubbers, organ type accelerator pedal, speedometer with trip, clock, oil gauge, automatic electric Petrolift, dash reading electric petrol gauge, two bladed windscreen wiper, pressure chassis lubrication pump, calormeter and wings, internal Pamoram driving mirror, double bumpers front and rear, high frquency horn, elecyric lighting and starting, diffused instrument panel illumination, coil ignition, coil indicator light, Lucas Biflex head lamps with dipper switch mechanism, Pychley sliding head pillar pull cords, rear blind with remote control, door pockets, fiver detachable Magna type wire wheels, five Dunlop cors balloon tyres, spare wheel carrier, jack, tyre pump, and full kit of tools.