morris minor traveller price

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MORRIS MINOR SERIES II TRAVELLER

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Morris Minor Series II Traveller

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Based on overall insurer premium and doesn’t include any FJ+ cover options. All premiums assume the vehicle is not the main car and include insurance premium tax, driver aged 65 years old, 3,000 annual mileage and full clean driving licence with no claims or convictions. Not a member of an associated club with Footman James. Postcode S10, vehicle garaged with no modifications. Additionally, there is a £25 arrangement fee against the policy. All cover is subject to insurer’s terms and conditions, which are available upon request.

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Minor Series II Traveller

The frequently asked questions about this model

How much is a Morris Minor Series II Traveller worth?

In average condition, a Morris Minor Series II Traveller is worth £9,324.

What is the most expensive Morris Minor Series II Traveller to sell in history publicly?

The most expensive Morris Minor Series II Traveller to sell in history was sold for £10,781.

What is the cheapest Morris Minor Series II Traveller to sell in history publicly?

The cheapest Morris Minor Series II Traveller to sell in history was sold for £3,578.

When was the Morris Minor Series II Traveller produced?

The Morris Minor Series II Traveller was produced between 1954 and 1956.

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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.  

• Best British cars of all time

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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Morris Minor Traveller buyer’s guide

By far the most commodious of all the passenger Minors, the Morris Minor Traveller is still a popular choice – but it’s not without its problems. Here’s how to buy one

Words: Paul Jackson

Launched in 1953 and running for an impressive eighteen years, the Traveller proved to be a crucial expansion of the best-selling Morris Minor range, with more than 215,000 examples of this distinctive woody-style estate being produced. The Traveller’s combination of basic reliability and a cavernous load area ensured it was a long-term hit for BMC. And on today’s classic scene, it remains one of the most useful load-carriers, soundly beating many of its contemporaries when it comes to all-round versatility.

As with its saloon stablemate, the Traveller was updated and enhanced over the years, from the original ‘cheese-grater grille’ Series II of 1953 and the ‘slatted grille’ of the following year, through to the 948cc Minor 1000 of 1956-62 and its 1098cc successor. The Minor 1000 Traveller is the most driver-friendly of the lot, with the 37bhp of the initial car being improved upon via the 1962-on version’s 48bhp (at 5100rpm). The very last Minor Traveller finally rolled off the line in April 1971, by which time its wood-framed rear end was viewed as something of an antiquity.

This much-loved Morris was (and still is) one of the most distinctive estate cars of its time, comprising the front end of a Minor saloon mated to a rear based on the standard floor pan, featuring a structural wooden framework, aluminium rear roof section, twin side-opening rear doors and a generous load area. But why did Morris choose to go the wood-framed route in the first place? There’s no doubt that the woody concept was popular on the other side of the Atlantic, and many a European designer was being influenced by American trends of the time.

The wood-framed idea also made production sense, however, for it was a material that was readily available just eight years after the end of World War II. Strength was an issue too, with the Traveller’s wooden roof cant rails bringing together a structure of impressive rigidity. Even better, the existing wood shop at the Morris Bodies plant was capable of taking on the task of putting together the timber framework, subsequently transported to the Minor production line at Cowley in complete form ready for final assembly of the finished vehicle. The downside of such a production process was its cost to BMC- despite being a successful, much-loved and long-lived car the Traveller effectively made no profit.

All of this is irrelevant to today’s buyer, of course, the kind of enthusiast who seeks a practical but entertaining classic. So, what should you check for if you’re in the market for a Minor Traveller?

The Traveller’s steel bodywork can obviously suffer from rot just as much as any Minor saloon. An all-original example will be a rare find, since the vast majority of today’s survivors have had some kind of restoration work carried out. The key is to make sure any such work has been done to a good standard, as there are plenty of tidy looking examples suffering from patched-up repairs underneath.

Areas to check include the sills, all box sections and the front crossmember that supports the rear ends of the torsion bars and jacking points. Floorpans can also suffer, so have a poke around everywhere and be on the look-out for patch repairs and any thick underseal that might be hiding corrosion or poor quality previous work. The good news, of course, is that replacement structural sections are readily available, from sills to complete floorpans; and prices are reasonable too, with front floorpans starting from around the £35 mark. You obviously need to factor in the cost of labour if you’re not capable of such major work yourself.

Outer panels can be just as rust-prone, so you’ll need to check the front wings (around the headlamps and down the rear edge) and the bottoms of the doors in particular. You have the advantage once again of excellent parts availability and competitive prices, with new front wings costs from around £215 each via Charles Ware’s Morris Minor Centre. The bolt-on wings could be hiding other issues, however, such as rotten inner wings and corroded A-pillars, so make sure you’re extra vigilant when inspecting any Minor.

It’s the rear end of the Traveller that provides the biggest challenges, with its ash frame being key to the car’s structural integrity. You need to be looking for signs of rot and/or filler, as well as any dark staining that is a sure sign of water having found its way into the wood. Some cars will have had localised repairs carried out, but checking the quality of the work is crucial. A good proportion of Travellers will have had their entire wooden frames replaced by now; but if the car you’re inspecting hasn’t, then it’s something you might need to work into your costings.

You may be lucky and find that only certain areas of wood need changing, for which you can buy brand new replacement sections from companies like Charles Ware’s Morris Minor Centre (morrisminor.org.uk), Traveller Timbers (travellertimbers.co.uk) and Woodies (morriswoodwork.co.uk). You’ll usually pay £1500 or so for a complete set of woodwork, including new rear door frames. Changing it is a major undertaking, however, and a specialist is likely to charge you at least as much again in labour.

Engine and gearbox

With the Minor Traveller being launched in 1953, all versions benefit from the A-Series engine that Morris adopted following the previous year’s creation of BMC (via the merging of Austin and the Nuffield Organisation). The A-Series is famously robust but can obviously wear when neglected or taken to a high mileage, one of the first signs being excessive noise caused by a worn timing chain.

You should check for plumes of blue smoke when you start the engine, as this is usually a sign of bore wear. And you need to check for any head gasket issues, as failure isn’t exactly rare, particularly at the rear of the engine; make sure there’s no sign of coolant in the oil and vice-versa, with any ‘mayonnaise’ on the dipstick and around the fuel filler being a cause for concern.

It’s common for an A-Series engine to leak oil, most often from the rear crankshaft seal. If it’s not excessive, it’s probably something you can live with. There are specialists who will rebuild any A-Series engine (either on an exchange basis or using your own engine if you want to keep it ‘numbers matching’), but you can expect a bill of around £1500.

The four-speed gearboxes used in all Minor Travellers are tough and reliable, though very high mileage can take its toll. The ’box on the later Minor 1000 (with the 1098cc engine) seems to be particularly durable, although you should still check for signs of worn synchromesh (‘crunching’ as you change from first to second in particular) and make sure the car doesn’t jump out of gear when under load. If there’s any clutch judder, it might be caused by a slack steady cable between the gearbox and crossmember – a simple and inexpensive fix.

Suspension, steering and brakes

It’s not uncommon to find a Minor with seized wheel cylinders, particularly if it’s a car that’s been off the road for some time. On your test drive, make sure the car doesn’t pull to one side when you’re braking. If there is a problem, don’t let it put you off an otherwise excellent example, as all brake parts are inexpensive and changing the wheel cylinders or carrying out a brake service isn’t a major undertaking. A set of front brake shoes costs from around £18, while an aftermarket wheel cylinder can be had from less than £12.

The Minor’s all-drum braking system does a decent enough job (even given the extra weight of the Traveller) but it’s not unusual to find a car that’s had a front-disc upgrade. Unless you’re ultra-strict about originality, this is a very worthwhile modification and will help to greatly improve your driving enjoyment. If you fancy carrying out the conversion yourself, Charles Ware’s Morris Minor Centre charges around £515 for a Ford-based front disc brake kit.

The Minor’s suspension requires regular lubrication, so make sure the Traveller you’re thinking of buying comes from a caring owner and has been well-maintained over the years. Neglected cars can see their front suspension collapse when the trunnion comes away from the upright, usually caused by owners failing to grease the screw thread (which links the two) every 2000 miles.

A sure sign of worn trunnions is steering that feels unprecise (a healthy Minor’s rack and pinion set-up is sharp and entertaining), something that should be obvious on your test drive. If the mounts for the rack – or even the steering linkage itself – need attention, this might also account for an ‘odd’ steering feel. It’s also worth checking the condition of the rubber gaiters, as these obviously provide vital protection.

If the Traveller you’re inspecting seems to sit lower than most, the lever arm dampers and/or rear leaf springs are likely to be worn and sagging. The lever arms are inexpensive and relatively easy to replace, but a pair of leaf springs and all ancillaries will obviously cost significantly more.

Interior and trim

Any Morris Minor is fairly basic inside, with vinyl upholstery in the vast majority of cases and a simple spec. It makes it easy to check for issues – and if there are areas that can be improved upon, it should be a fairly straightforward process.

Morris Minor specialists will be able to help with most replacement trim, although it’s also worth speaking to the team at Newton Commercial (newtoncomm.co.uk), which offers a range of Minor Traveller front and rear seat cover kits (in either vinyl or leather) as well as new door panels, rear three quarter trim panels and door pulls. The seat covers are authentic recreations of the originals, with the same trim patterns and even the duo-tone finish of earlier cars. Whatever age of Minor Traveller you have, giving its interior an authentic new look should be do-able – although the cost of a complete interior rejuvenation can mount up.

Externally, it’s obviously a case of checking the chromework is in good order, although again most items are available ‘off the shelf’ – with bumper blades easily found from around £155, while new stainless-steel hubcaps are less than £24 each.

Morris Minor Traveller: our verdict

It’s easy to see the appeal of a classic estate – and they don’t much more characterful or more endearing than the good old Morris Minor Traveller. This instantly-recognisable gem is as useful as it is charming, with all the load-swallowing capability you need for a trip to B&Q or a family day by the seaside, whilst being equally at home on any classic showground. It also happens to offer real driving pleasure, aided by its super-sharp steering.

There are downsides, of course, not least the ash frame playing such a major role in the car’s structure and strength – and something that’s both complex and fairly expensive to replace in its entirety. Buy a decent example though, and you’ll have a classic that’s both adaptable and entertaining in equal measure.

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National Motor Museum

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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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1958 Morris Minor Traveller

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Put Fun into Driving With a Morris Minor Classic Car

One of motoring history's iconic and beloved names, the Morris Minor has been a firm favourite with drivers ever since its launch in 1948. Still considered a classic of its era, it's hardly surprising that Morris Minors remain a common choice among classic car enthusiasts. Browse through eBay's wide selection of affordable Minors ranging from 1955 Morris Minor 1000 examples to more unusual varieties, to find the one that will make you the ideal companion.

The Morris Minor MM, also known as the Series 1, was produced until 1953, but there are several changes during this time. Early examples have a noticeable painted strip in the centre of their bumpers, which stems from a late change in dimensions before the car went into production. Headlights are the other main giveaway. The original Morris Minor has them either side of the radiator grille but they moved to the wings at the start of the 1950s.

Whether you're looking for an inexpensive Morris Minor Series 2 or a cherished example of the early model, it's worth checking for:

• Wheels: The early MM models use a different design to later cars, but some have been fitted with newer wheels, so examine photos carefully.
• Chassis: Look carefully to see whether rust has affected the lower part, around the engine.
• Tyres: Minors were sold with cross-ply tyres, but a large number have been fitted with radials in recent years.

Production of the Series 3 Morris Minor continued until 1971, greatly overlapping with the Mini, which was launched in 1959. However, the newer car was originally sold under the Austin Seven and Morris Mini Minor names, and you'll sometimes see the latter listed as a Morris Minor 850. The name was simplified later in the 1960s, after which the Morris Minor brand continued but only on the Series 3 version of the original model, often listed as the Morris Minor 1000, Minor 1000, or simply Morris 1000.

The wood-framed Traveller version of the Morris Minor is a well-loved classic, but it does need to be looked over carefully. Spend time browsing photos in eBay listings, and ask plenty of questions. The woodwork should be clean and free of rot, which usually shows as dark patches. Look closely at both the aluminium side panels and the steel floor, to check that any welding has been done to a high standard. Semaphore trafficators were fitted before indicator lamps were introduced in 1961, though some earlier cars will have been updated.

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• 0 to 99 bhp
• 0 to 99 lb⋅ft
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• 1500 to 1999 lbs
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Morris Minor Series II Traveler

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" It’s not how fast you get there, it’s how much fun you are having along the way. That’s how one must look at the ride from behind the wheel of this Morris Minor Estate. Somewhat reminiscent of a chopped, channeled, narrowed, and shortened Ford Woody of the same era, the Series II Traveler featured a tiny four-banger. No doubt, you will find the Traveler to be an outstanding piece of machinery, so long as getting anywhere fast isn’t one of your needs. Tiny and efficient, made of wood, and with all of around 30 horsepower, it will quickly find a place in your heart, or maybe even a route between that thick patch of trees that nothing else could conquer. " —Official description [1]

The 1953 Morris Minor Series II Traveler - abbreviated as "Morris Traveler" - is a classic station wagon by Morris .

It appears in Forza Horizon 4 as part of the Fortune Island expansion and in Forza Horizon 5 as part of Series 14 .

• 2 Statistics
• 3 Conversions
• 4.1 Promotional
• 4.2 Forzavista
• 5 References

Synopsis [ ]

The Traveler is a station wagon variant of the two-door Morris Minor produced from 1952 to 1956 . Similar to the Ford Super Deluxe Station Wagon , it has wood panelling on the body.

Statistics [ ]

Conversions [ ], gallery [ ], promotional [ ].

Forzavista [ ]

References [ ]

• ↑ "Fortune Island" . forzamotorsport.net . Retrieved 12-07-2018.
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