1953 Holden 48-215 SPOTLIGHT
If GM-H’s product and succession planning hard worked out a little differently, there may not have been a 1953 model year for the 48-215 at all. The FJ was planned for introduction in late 1952, but with demand for the 48-215 still outstripping supply, albeit only marginally, the lost production volume that would come with introducing a new model have done more harm than good. Additionally, the growth of the overall car market in Australia meant that introducing a new model wasn’t just a matter of running a new body down the assembly line. The assembly lines themselves had to be upgraded, and in some instances replaced altogether, to meet demand. This need to accommodate future growth was behind GM-H’s decision to set up a new factory in Dandenong, Victoria, in 1951.
As it stood in early 1953, 48-215 sedans and utility bodies were being manufactured at Woodville, SA and Fishermen’s Bend, VIC, with these two plants joined by Mosman Park (WA), Birkenhead (SA), Pagewood (NSW) and Fortitude Valley (QLD) in vehicle assembly. Even with all these facilities churning our new cars, supply still couldn’t quite meet demand, but the waiting list had shortened dramatically compared to 1948. Having said that, customers were starting to get a little tired of the 48-215 design by 1953. With no changes of note in 1949, ’50, ’51 or ’52, dealers were starting to get anxious, too, as the Holden was running out of selling features against newer, more modern competition from the likes of Ford, as well as Vauxhall, Austin and Morris. Ford’s Zephyr, in particular, made the Holden look dated. With rumours of a new Holden coming (some said it would be smaller, others said it would be bigger and more powerful), dealers were also feeling the pinch as customers cancelled orders of 48-215s, preferring to wait for the new model. Dealer demand for something - anything - to maintain customer interest was answered by GM-H in February of 1953.
That change was an upgrade to the suspension. On the face of it, it may have seemed insignificant, but the change, combined with softer rear springing, reportedly made a noticeable difference to the way the car handled. The change was two-fold: firstly, the front cross-member was redesigned (for the second time following a 1951 change); and secondly, telescopic shock absorbers were fitted front and rear. Don Loffler’s authoritative volume on the 48-215, ‘She’s a Beauty’ notes that the new suspension configuration was considered significant enough to be given a name - “Air Ride” - yet was given little to no publicity when it was released. Loffler also contends that the suspension changes were actually planned for debut with the FJ. Their addition to the 48-215 may have been a “trial” of the suitability and sturdiness of the new system. It’s probably just as well they did trial the Air Ride on the 48-215, as weaknesses in the front strut towers were soon identified, and remedied by welding a reinforcing plate.
Aside from the suspension upgrade, the only other changes of note on the 1953 48-215 was the introduction of a new muffler, a modification to the engine lubrication system and the introduction of Bosch electrical components, replacing Delco-Remy items. The rest was pretty much as per 1948. That meant a 2.16 litre (132.5ci) straight six engine with a three-speed manual, the only engine/transmission combination available throughout the 48-215’s lifespan.
The monocoque body (referred to as “Aerobilt” in early GM-H literature) was unchanged for 1953, as was the two-piece windscreen, distinctive vertical grille and H-O-L-D-E-N badging on the bonnet’s leading edge. A curious feature of the early Holdens that was finally done away with in 1953 was the external switch for the tail light. This was a legal requirement in most States, but was dropped from Victoria, WA and Queensland in that year. Some States also required the fitting of single or double rear reflectors.
The usual paint and upholstery colour options varied slightly each year. The most popular duco colours were Black, Lithgow Cream and Algiers Blue, but there were others amongst the 13 options available in 1953, including ‘pearlescent’ (metallic) and ‘Metallichrome’ (chrome metallic) finishes. Bench seats front and rear were almost universally trimmed in vinyl by 1953, replacing the leather or cloth trim fitted to earlier models. Dash instrumentation was basic, comprising a speedometer/odometer, fuel and temperature gauges, as well as oil and generator warning lamps.
In this configuration, it seemed like the 48-215 would see out its final days before the launch of the FJ, but GM-H had one final addition for the 48-215, and it came in the form of not one, but two new models. The 48-125 ‘Business Sedan’ and ‘Taxi’ both debuted in July, 1953, and as the name suggests, they were pitched at taxi and fleet buyers, rather than individuals. Externally, both variants were identical to a standard 48-215 sedan, with the main differences being inside and underneath.
Common to both models was a wide handrail running the length of the back seat. This later became known as the “taxi bar”. In addition to this, reinforced seats, pull handles on all four doors, rubber floor mats in the rear (front seats had rubber floor mats since 1950), aluminium kick plates around the bottom of the front and rear seats, protection plates on the wheelarch rear seat intrusions, b-pillar interior light switch, and a driver’s log book pocket below the dash were the other features on both the Business Sedan and Taxi that weren’t found on the standard 48-215. Additionally, the Business Sedan had its own unique feature in the form of an extra leaf in the rear springs. This was added to cope with the additional weight the travelling salesmen using these vehicles were likely to carry.
Mechanically the same as the 48-215 sedan, the Business Sedan/Taxi was only available in black or Lithgow Cream, and with a similarly limited interior palette. It’s speculated that, like the suspension upgrade, the fleet models were introduced near the end of the 48-215’s lifespan to gauge consumer reaction. If favourable, they could be rolled into the following model. If not, they could be dropped without disrupting production of the following model. As it turned out, both models were successful enough, selling around 650 units in the few months they were available, to warrant their continuation in the FJ series.
When production of the 48-215 finally wound up in October, 1953, just over 120,400 48-215s had been built, so to say the 48-215 had been a success is an understatement! Despite this, the FJ is seen as more iconic and closer to the hearts of many Australians. The reasons for this are hard to define. The FJ was produced in undoubtedly greater numbers, but perhaps by the time the FJ bowed out in 1956, the idea of Holden being “Australia’s Car” had finally been embraced by the populace.
Today, 48-215s are getting harder and harder to find, especially in good, unmolested condition. From the 1960s through to the 1980s, many 48-215s - and FJs, it must be said - were chopped, sectioned and otherwise heavily modified, which has reduced the numbers of original units still to be found. This has recently led to many of the survivors now being preserved or authentically restored, rather than heavily modified. There are still some ‘barn finds’ out there, but most 48-215s on the market now will have been subject to some sort of restoration. With 1953 marking one of the biggest years production-wise, examples from this year are more likely to be found than any other. Additionally, 48-215s assembled after February, 1953, will have had the front suspension upgrade fitted, making them ride and handle better.
As a piece of Australian history, the 48-215 is valuable for that reason alone, but as a comfortable and reliable classic weekend drive with a bit of style, the 48-215 is pretty hard to beat, too.
Thanks to MotorBook World (Canterbury, VIC ph: 03 9830 2644) for research material used in this article.
Don Loffler’s ‘She’s a Beauty!’ (Wakefield Press. ISBN-10 1 86254 734 3) is the authoritative work on the first Holden.
SPECIFICATIONS: 1953 Holden 48-215
Engine: 2.16 litre (2160cc - 132.5ci) OHV inline six cylinder
Bore/Stroke: 76.2mm x 79.4mm
Compression: 6.5:1
Power/torque: 60bhp (44.7kW) @ 3800rpm / 100lb/ft (135Nm) @ 2000rpm
Fuel system: Stromberg 1 1/32 single downdraught carburettor
Cooling system: Liquid
Electrics: 6 Volt
Transmission: 3-speed column-shift manual
Front Suspension: Independent, wishbones, lever-arm shocks and coil springs, (telescopic shock absorbers from February, 1953)
Rear Suspension: Semi-elliptic leaf spring w/tubular dampers
Steering: Worm and sector
Front brakes: 9 inch drum
Rear brakes: 9 inch drum
Wheels: 15 inch Fr/Rr
Tyres: 5.50 x 15 Fr/Rr
Wheelbase: 103 inch (2,616mm)
Length: 172 inch (4,394mm)
Width: 66.7 inch (1,701mm)
Height: 61.5 inch (1,574mm)
Weight: 2244lb (1,018kg)
0-100 kph: 19 seconds - approx
Top Speed: 130 kph - approx
TRIVIA
1953 saw the 48-215 reach a significant milestone when the 100,000 vehicle was built in May, 1953. The Victorian-built car, painted bright red, was driven of the Fisherman’s Bend line to great fanfare - including a paper banner and a gong! - before being photographed at various locations in Melbourne’s CBD. In ‘She’s a Beauty!’, Don Loffler believes the #100,000 Holden was offered as first prize in a competition in Woman’s Day in 1953, but its subsequent whereabouts are unknown.
