morris minor traveller specs

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Morris Minor: Buying guide and review (1948-1971)

A full buyer's guide for the morris minor (1948-1971) including specs, common problems and model history....

The Morris Minor made its debut way back in 1948, yet there’s no sign of its appeal diminishing. If anything, its popularity grows ever stronger. A combination of practicality, charm, usability and affordability all conspire to ensure the Minor is near the top of many classic buyers’ wish lists – throw in superb club and specialist support, and it’s easy to see the Minor’s enduring appeal.  

Whether you’re a long-standing classic owner or you’re looking for your first golden oldie, few cars fit the bill better than a Minor. Full of charm, universally recognised and admired, plus easy to upgrade for everyday use, this is one of the most practical cars ever created.  

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However, despite a cult following, the Minor remains eminently affordable – if you’re already tempted, there really is no good reason to put off buying one. If you’re after something to punt down a country lane at high-speed, then you’d be better off looking at a classic Mini Cooper, but for a bit of fun and usable cruising around time, then the Minor is almost unbeatable.  

Which Morris Minor to buy? 

Side-valve Minors are rare and they’re hard-going too, thanks to the lack of power. For some though, seeking out an early car represents something more of a challenge, especially where finding parts and restoration is concerned. As the rarest and oldest examples of this iconic classic, the ‘low light’ cars are also the most valuable.

The 803cc A-Series unit fitted from 1952 to 1956 is also breathless, but it’s unusual to find a totally original car of this age anyway. The nicest engine is the 948cc A-series fitted from 1956 to 1962; it’s less powerful than the later 1098cc edition, but it’s sweeter.

However, the 1098cc edition is the most usable, as it’s the most powerful so most easily able to keep up with modern traffic. However, the earlier cars with their split windscreens have more charm and are more sought after – so they’re more valuable than later cars.  

Establishing which bodystyle you want is probably easy; the Traveller is a capacious estate, while the Tourer is a fabulous convertible – even the saloon is full of charm. Many Tourers started out as two-door saloons and while properly converted cars are perfectly safe, some are complete death traps. The main thing is to be sure of what you’re buying, as some are passed off as genuine when they’re not. 

Looking for some extra power? The 1275cc A-Series engine is the most common, and in-keeping upgrade. While A-series upgrades are generally the most popular way of freeing up extra power today, transplanting a Rover K-Series was for a time extremely popular.

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This very modern engine requires quite a lot of work to install, as well as suspension and brake upgrades to keep everything under control, but if you are interested in building a mildly hot-rodded Minor, then this is perhaps the easiest and cheapest route. Fiat Twin-Cam conversions used to be quite common as well, although kits are no longer available and engines are more difficult to source.  

Other upgrades worth seeking out include a Ford Sierra five-speed gearbox which is much stronger than the original, while telescopic dampers at the front are worth having too, along with a front anti-roll bar, which transforms the handling.  

Morris Minor performance and specs 

Morris minor common problems .

• Bodyshell: a Minor’s value is in its bodyshell, but things can look fine when the car is barely roadworthy. Corrosion usually starts on the inside and eats its way out, so any signs of bubbling could be potentially disastrous. All panels are available to repair the most rotten of bodyshells – but if much work is needed, doing so won’t be economically viable.  

• Corrosion: rust traps include rear spring hangers which are a pain to fix. The underside can rot badly along with the sills and door bottoms.  

• Wood: if you’re looking at a Traveller, make sure the wood isn’t rotten, as it’s structural. If there’s any significant rot present, the whole lot will need to be replaced and the job can’t be tackled in sections.  

• Exhaust: blue exhaust smoke and an illuminated oil pressure warning light signify an A-Series engine needs a bottom-end rebuild. There will also be plenty of knocking from the bottom end, especially when the engine is started up, but rebuilds are easy and relatively cheap to undertake.  

• Gearbox: the gearbox is the Achilles’ heel, with parts supply poor for all cars other than the 1098c edition; split-screen parts are especially rare. No Minor got synchro on first, but there shouldn’t be any jumping out of gear, whining or rumbling; any of these mean a rebuilt transmission will be needed soon.  

• More gearbox: gearbox parts for 1098cc cars are plentiful, which is why some owners simply fit a later box to their early car. An MG Midget gearbox is the same as the Minor’s.

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• Clutch: the rest of the transmission usually gives few problems, although the clutch has a finite lifespan. Check for slipping; a three-piece kit is cheap and DIY fitting is easy.  

• Suspension: the primitive front suspension needs fresh grease every 3000 miles, or the kingpins wear out. The rear suspension is even more archaic; check for leaking lever arm dampers, although many cars have been converted to telescopic dampers by now.  

Morris Minor model history

1948:  Minor MM debuts at the Earls Court motor show, with low-set headlights and 918cc sidevalve power.

1949:  Headlamps moved to top of front wings, initially for the North American market only. 

1950:  Four-door saloon is introduced, for export markets only. 

1952:  Series II cars arrive, with 803cc power; it’s a result of BMC being formed from Morris and Austin merging.

1953:  MM production ends, then a van and pick-up appear, along with the Traveller. 

1954:  Series II gets a facelift, with revised dash plus a new grille and lights. 

1956:  The Morris 1000 replaces the series II. There’s now a 948cc engine, revised rear wings and a one-piece windscreen.

1961:  Just 350 Minor Millions are built, to celebrate the millionth Minor leaving the factory.

1962:  A 1098cc engine supersedes the 948cc unit.

1963:  There are fresh front and rear lights.

1964:  All Minors get better seats and heating plus a revised dash.

1969:  The final Tourer is made.

1970:  The saloon bows out.

1971:  The last Traveller, van and pick-up are built.

1974:  Production of the Minor ends in New Zealand.  

Morris Minor owners clubs, forums and websites 

• www.mmoc.org.uk • www.minormania.com • www.morrisminor.com • www.beardmorebros.co.uk  

Morris Minor summary and prices

If you’re not worried about originality, and just want something fun to pootle around in, then you won’t struggle to find a suitable Minor for sensible money. £1650 is the entry point for a rough but road-going Minor 1000, with a great example coming in at around £6000.

Traveller and Convertible prices are around 50 per cent extra. Series 2 models are marginally cheaper, but prices generally depend more on condition than anything else. There are many arguments for originality vs usability, but the good news is there are plenty of cars to choose from, from completely authentic cars without so much as electronic ignition, right through to V8-powered hot rods.

It all depends on what you’re after. There’s also a huge number of specialists offering parts to help keep cars on the road, and improve usability along the way. The most valuable models are the earliest Minor Series MM cars. The so-called low-light examples – compete with headlights mounted in the grille – have been known to sell for more than £10,000 in perfect condition.

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Home » ROAD TEST – 1968 MORRIS MINOR TRAVELLER

ROAD TEST – 1968 MORRIS MINOR TRAVELLER

Classics World’s Paul Bussey test drives and reviews the 1968 Morris Minor Traveller…

The Morris Minor is one of those classics that simply oozes an aura of Britishness. It’s another iconic model from that genius Alec Issigonis. The original prototype of 1943 was known as the Mosquito and subsequent development saw that evolve into the hugely successful Morris Minor which made its debut at the Earls Court motor show in 1948. That development by Issigonis included the bodywork, which was changed to suit – notably it was widened by four inches producing the unmistakable shape which changed very little over the car’s long production run of 23 years. The estate version of the Morris Minor, which was available from 1952 complete with a split front windscreen, was called the Traveller – an estate version of the larger Oxford bore the same name, as would the later Morris version of the Mini estate.

The Minor Traveller model featured structural external ash wood framing to the rear of the bodywork, which was varnished for protection and made the car instantly recognisable. A variety of low-powered four-cylinder engines were used in the Morris Minor, culminating in the 1098cc A-Series. The Traveller was initially built at Cowley and then taken to the MG factory at Abingdon, to be fitted with the rear bodywork, which was built in Coventry. As with many estate cars of the period, the Traveller was a two-door estate, with twin rear opening doors.

Exterior & Interior

This Tried & Tested Morris Traveller was built in 1968 and is finished in Almond Green paintwork. Between 2003 and 2004 it underwent a major restoration, which saw the replacement of many body panels, including a rear wing, front wings, floorpans, crossmember, inner and outer sills, jacking points plus numerous other repair sections, new spring hangers, engine mountings, and wheel cylinders. In addition to this, the ash woodwork has been replaced on the offside and the rear. The culmination of all this restorative work has resulted in rock solid and rust-free bodywork with the Almond Green paintwork just showing the odd minor blemish.

Refurbishment to the Traveller’s interior featured new headlining, which is very marginally ‘pinched’ at the edges in a couple of places, but effectively is still as new. The seats have been re-upholstered in a pale green vinyl material, the door cards are all in very good order, as are the carpets. For music on the move there’s a Motorola push-button radio.

On the road

There’s no seat adjustment on the two front seats of the Traveller, as they tilt forward allowing access for the rear seat passengers. However, despite this, the position seems user friendly enough. The interior is more utility than luxury and to close the doors, simply pull a strap! This car was fitted with a Mr Grumpy’s disc brake conversion kit in 2016, which is Marina-based (costing £613 inc fitting) that incorporates servo assistance, ensuring it stops much better than a standard Minor. Eager to put this theory to the test, I brake hard. The result is a rather spongy feel to the brake pedal, but indeed its action is very progressive and the car pulls up well. This conversion would appear to be money well spent. Sensible upgrades are always well worth considering. I can also confirm that the heater is in full working order too! The 1098cc engine does have a certain eagerness and pulls strongly so you can soon be cruising along relatively effortlessly at 50-55mph. I did detect a slight wheel wobble at 55mph and later discovered that there are no balance weights fitted on the front offside wheel, which would account for that and is a quick fix. There’s also no getting away from that characteristic exhaust note reverberation, so inherent with the Morris Minor, another one of its certain charms!

A good example which has undergone extensive restorative work, complete with a photographic record of everything that’s been done, plus there’s a comprehensive history file, detailing costs and replacement parts fitted, which are many and varied. Though the engine bay is respectable enough, further cosmetic detailing would enhance its overall aesthetic appeal and is always time well spent. Being a tad picky, the steel wheels would also benefit from a fresh lick of paint, as there are a few chips here and there and this is a relatively quick and inexpensive cure.

Engine: 1098cc, 4-cyl Power: 45bhp Top Speed: 75mph 0-60mph: 20.1 secs Economy: 32.9mpg Gearbox: 4-speed manual

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Morris Minor Traveller

• Country: Great Britain
• Capacity: 1,098cc
• Cylinders: 4
• Valves: Overhead
• Output: 48bhp at 5,100rpm
• Performance: 0-50mph 15.5 seconds
• Owner: National Motor Museum Trust
• Manufacturer: Austin-Morris Division, British Leyland Motor Corporation

The Morris Minor was one of Britain’s best-loved cars and remains a common sight on our roads even in the 21st century. The estate , or Traveller, version arrived in 1953, as part of the restyled Series II range with the A-series engine, which had been introduced the previous year. From 1956 the Minor received a larger 948cc engine and was rebranded the Minor 1000. A further upgrade came with a 1,098cc engine in 1962.

The Minor was the first British car to exceed a million sales, a figure that was reached in 1961. A total of 1,619,815 of all types were produced between 1948 and 1971. The Traveller remained popular until the end of Minor production, the last one being built in April 1971, five months after the last saloon. Minor van production continued into 1972.

A good dual purpose vehicle for the family man with a small business or the businessman with a small family Motor, 14 August 1965

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Morris Minor Traveller History

The clever little Morris Minor was a hit from the first time it was shown to the British public. Designed in the mid-Forties by Alec Issigonis, the Minor was introduced at the London Motor Show of 1948 sporting an up-to-the-minute unit constructed body, torsion bar front suspension, rack and pinion steering and a lower center of gravity achieved by using small 5.20 size tires on 14 inch wheels. This revolutionary design was on the cutting edge of small car development and years ahead of the prewar engineering that could be found under most of the European economy cars of the time.

Unfortunately, due to time and financial constraints, this ultra-new package came powered by a tried and true prewar Morris 918 cc flathead four and stump puller gearing instead of the 1000cc air cooled, opposed, flat four that was planned for it. While the old flathead proved adequate for the 35 MPH average speed driven on the two lane secondary roads that could be found in England and most of the empire at the time, the early Series MM Minors found little favor here in the States.

In 1952, Nuffield Motors, the firm that built Morris cars, merged with Austin to form the British Motor Corporation (BMC). The Minor, now called the Series II model, acquired Austin's new 803 cc OHV four. Heavily promoted with lines like "New Power For The Minor" and "0 to 50 mph in 28 seconds", the car became an English favorite and started to sell in the US as an economical "second" or "shopping" car.

1957 brought an even more powerful 948 cc four, a better transmission and a curved undivided windscreen. America was experiencing a recession during the late '50s, and car buyers were starting to re-examine their "bigger-is-better" attitudes. Our first foreign car "boom" was on. Though the top three selling imports were the VW beetle, Renault Dauphine and the Ford Anglia, the little Morris had alot going for it. Still perceived as a small car technology leader, the Minor 1000, as it now was called, inherited a somewhat "sporty" image from its MG and Austin-Healey brethren. The Morris also had the most extensive product line featuring both two and four door sedans, a convertible, a wood framed Traveller station wagon, a pickup and a delivery van. In 1961, the Minor became the first British car in to exceed 1,000,000 built.

The Morris 1000 continued, with only simple trim changes until it was pulled from the American market in 1962 due to lack of sales. Times had changed. The recession was over and our "Big Three" had introduced their own "compact" models. Though not nearly as economical as the imports, these cars provided the combination of a low purchase price and reasonable gas mileage with a larger size and flashy styling. Other than the VW and some sport and luxury models, foreign car sales were on the decline.

By 1967, the American compacts had ballooned into "mid-sized" cars featuring V8 power and most of the toys found on luxury models. Did Mom need a 300 horsepower, 3500 pound sedan to drive to the market and the hairdresser? Foreign economy sedans, now called "sub-compacts", were once again gaining popularity. The appeal of smaller, more agile and economical imports had increased to the point that even the Japanese had entered the market. Not to be left out, BMC re-introduced a now vastly improved Minor 1000. This car, with its new 1098cc motor, bigger brakes, better transmission, and higher rear end gearing provided relaxed freeway cruising and 42 mpg.

Over 1050 '67 Minors made it to these shores before BMC was forced to pull the plug again. This time, the 1968 EPA (smog) and DOT (safety) regulations would require all auto manufactures to re-engineer their products to comply and BMC decided to drop the importation of the Minor and put their efforts into the MG 1100/1300 sedan and the Austin America. The Minor continued in various forms overseas until mid-1971. Over 1.5 million were built by the end of production. In total, 65,000 were imported to the US between !949 and 1967.

THE TRAVELLER

The Minor Traveller was introduced in 1954 as a Series II model. The unit construction floor and "cab" section was built at the main Morris plant at Cowley, then shipped to the MG factory at Abingdon to be fitted with the wood and aluminum rear "doghouse" structure. MG was just phasing out the wood frame bodied, TF to make way for the all steel MGA and their fully staffed woodshop was just the ticket for the Traveller woodwork. Always popular, the woodies were built beside the trucks until the end of production in 1971, while passenger car assembly ceased in 1969.

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Engine type, engine size, 1963 morris mini minor traveller specifications.

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MORRIS MINOR TRAVELLER REVIEW

You don’t need carpentry skills if you buy the right Minor ‘Woodie’...

The Traveller may not have been a part of the celebrated Minor family from the very beginning (it was launched in 1953, some five years after the saloon), but the fact that it was still in the line-up when the range was discontinued in 1971 goes some way to showing just how popular it really was.

Key to the Traveller’s appeal, of course, is its astonishing practicality: you can fit four adults into a saloon or convertible, but with the Traveller, you don’t have to skimp on luggage either. Go for one of the later models (1962 onwards) and there’s greater power to go with the load-lugging, too. Just 48bhp might not sound like much, but all things are relative – the 948cc engine produces 37bhp, and the 803cc a paltry 30bhp!

VITAL STATISTICS

MORRIS MINOR TRAVELLER 1098

Engine                                     1098cc/4-cyl/OHV

Power (bhp@rpm)                   48bhp@5100rpm

Torque (lb ft@rpm)                  60 lb ft @2500rpm

Top speed                                77mph

0-60mph                                   24.8sec

Consumption                             31.2mpg

Gearbox                                    4-speed manual

WHAT TO LOOK FOR

BODYWORK & CHASSIS  

The half-timbered rear bodywork is crucial to the structural integrity of the car, so rotten woodwork here is an immediate MoT failure.

Failure to sand-down the ash timbers and re-varnish them every year will soon see them off, and since it’s easier to replace a Traveller’s entire woodwork than it is to patch it up, the bills can soon mount up – budget at least £2000 to replace a Traveller’s woodwork in its entirety.

Check the rear doors, too: sourcing a sound single door to replace a rotten original sounds sensible, but getting mismatched doors to align can prove extremely difficult in practice.

Elsewhere, the common Traveller rot-spots are much the same as the saloon’s. Repair panels for the aluminium rear bodywork are available, but not the (also aluminium) roof. Check for corrosion in the rear spring hangers and chassis extensions and front chassis legs. Obvious sill covers should start alarm bells ringing, too, likewise bodged inner wing repairs. Remember, too, that while there is some panel interchangeability between models, the Traveller’s doors are shared only with the convertible and two-door saloon.

The earliest Travellers use the simple, but gutless 803cc sidevalve engine – these are popular with collectors, but struggle to cope with modern traffic and are arguably best avoided. Indeed, they are frequently retro-fitted with either the sweet-revving and durable 948cc or more potent 1098cc OHV engines. The former is refined and can reach over 150,000 miles between re-builds, while the latter has more power and torque.

Signs of wear to look out for include oily exhaust smoke under load or on the overrun (worn cylinder bores), overly vocal tappets (they might just need adjusting, but could be approaching the end of their useful lives) and ominous knocking sounds (often from a bottom end that’s about to expire). Ignore rattling (for which read ‘loose’) timing chains or an oil pressure warning light that’s slow to extinguish at your peril, too.

RUNNING GEAR

By their very nature, these cars can lead hard lives, so an overly low ride-height suggests sagging or broken rear leaf springs. Bouncy lever-arm suspension is all part of the Minor driving experience, but stiffness in the front suspension often betrays trunnions that haven’t been greased at the proper intervals (every 3000 miles) and are therefore worn. Finding a car that’s been converted to telescopic dampers is desirable.

The gearbox is a known weakness on all Minors, although the ribbed casing transmission fitted to 1098cc cars is the toughest of the lot. None has synchromesh on first gear, but synchros on the other gears wear with alarming ease, so watch out for crunches during the road-test. Unless you’re a stickler for originality, don’t be put off by cars fitted with a Ford Type 9 five-speed gearbox – it’s as tough as they come and the tall fifth gear makes 80mph cruising possible on the 1098cc cars.

Minor interiors are simple and hard-wearing, but even a car with a shabby cabin is worth considering if the price is right, thanks to impressive aftermarket support. Common problems include a damaged or sagging driver’s seat, tears in the upholstery and worn out luggage area carpets. The dashboard instruments are common to other group cars of the period, too, and are easily re-built. 

Curiously, the only item of trim that regularly causes problems is the indicator stalk, which on later models has a habit of overheating and causing the plastic to melt. Stalks with the green flashing tip are super-rare these days, too.

Perished door or window rubbers can allow water in, so check for rotten floor coverings and a general smell of dampness or mustiness.

OUR VERDICT

The days of decent Moggies coming onto the market for peanuts may be long gone (indeed, you can pay up to £17,000 for a really good one today), but they remain cheap to maintain, easy to work on and mechanically straightforward. Parts supplies are second to none, too. Get yourself a properly sorted 1098cc Traveller, and we can think of no better all-round practical classic car bargain.

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1959 Morris Minor 1000 Traveller

• HISTORY (1)

Market Summary

The morris minor - 1000 (1956 to 1973) market. see similar markets, vehicle history, a timeline of events that we've detected for this vehicle., comparable recent listings. see related attributes next to the score..

1959 Morris Minor

• TMU 

1959 Morris Minor 1000

1959 Morris Minor 1000 Tourer

1959 Morris Minor Pickup

1959 Morris Minor 1000 Convertible

1959 Morris Minor Pickup Truck

1959 Morris Minor Restomod

1959 Morris Minor Gasser

1959 Morris Minor Panel Van

1964 Morris Minor

1960 Morris Minor 1000 Traveller Woody

1958 Morris Minor Convertible

1967 Morris Minor 1000 Convertible

1958 Morris Minor 1000 Convertible

1960 Morris Minor

1969 Morris Minor 1000 Traveller

1957 Morris Minor 1000

1971 Morris Minor 1000 Traveller

1971 Morris Minor 1000 Traveller Station Wagon

1967 Morris Minor Convertible

1960 Morris Minor Panel Truck

1958 Morris Minor Gasser Dragster

1959 Morris Minor Traveller

1959 Morris Minor Custom

1959 Morris Minor Traveller Woody

Details about this vehicle - curated by our market specialists..

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Markets related to the Morris Minor - 1000.

Morris Minor 1000 1956 to 1973

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Specifications

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Other Morris models:

Morris 1000 Station Wagon (man. 4) (De Luxe), model year 1963, version for North America :

• manufactured by Morris in United Kingdom
• 3-door wagon body type
• RWD (rear-wheel drive), manual 4-speed gearbox
• gasoline (petrol) engine with displacement: 1097 cm3 / 67 cui, advertised power: 36 kW / 48 hp / 49 PS ( max ), torque: 81.5 Nm / 60 lb-ft, more data: 1963 Morris 1000 Station Wagon (man. 4) (De Luxe) Horsepower/Torque Curve
• characteristic dimensions: outside length: 3785 mm / 149 in, width: 1549 mm / 61 in, wheelbase: 2184 mm / 86 in
• reference weights: shipping weight 800 kg / 1764 lbs base curb weight: 830 kg / 1830 lbs, gross weight GVWR: 1130 kg / 2491 lbs, more data: 1963 Morris 1000 Station Wagon (man. 4) (De Luxe) Specifications Review
• how fast is this car ? top speed: 120 km/h (75 mph) (declared by factory);
• accelerations: 0- 60 mph 20.8© s; 0- 100 km/h 23.1© s (simulation ©automobile-catalog.com); 1/4 mile drag time (402 m) 21.6© s (simulation ©automobile-catalog.com), more data: 1963 Morris 1000 Station Wagon (man. 4) (De Luxe) Performance Review
• fuel consumption and mileage: average estimated by a-c©: 8.8 l/100km / 32.1 mpg (imp.) / 26.7 mpg (U.S.) / 11.4 km/l, more data: 1963 Morris 1000 Station Wagon (man. 4) (De Luxe) Specifications Review

For the table with this car full photo gallery and complete technical specifications (including final drive and gear ratios, powertrain description, inside and outside dimensions etc.), full performance and economy data, or to compare up to 5 cars side-by-side - click one of the the buttons below:

Morris Minor 1000 Traveller (man. 4) , manufactured or sold in 1963, version for Europe :

• gasoline (petrol) engine with displacement: 1097 cm3 / 67 cui, advertised power: 37.5 kW / 50 hp / 51 PS ( max ), torque: 81.5 Nm / 60 lb-ft, more data: 1963 Morris Minor 1000 Traveller (man. 4) Horsepower/Torque Curve
• reference weights: base curb weight: 830 kg / 1830 lbs, gross weight GVWR: 1130 kg / 2491 lbs, more data: 1963 Morris Minor 1000 Traveller (man. 4) Specifications Review
• accelerations: 0- 60 mph 20© s; 0- 100 km/h 22.2© s (simulation ©automobile-catalog.com); 1/4 mile drag time (402 m) 21.5© s (simulation ©automobile-catalog.com), more data: 1963 Morris Minor 1000 Traveller (man. 4) Performance Review
• fuel consumption and mileage: average estimated by a-c©: 8.8 l/100km / 32.1 mpg (imp.) / 26.7 mpg (U.S.) / 11.4 km/l, more data: 1963 Morris Minor 1000 Traveller (man. 4) Specifications Review

1963 Morris Minor 1000 ADO59 Traveller

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