Yes, Virginia our British cousins have pick up trucks too. But they aren’t like the ones we Yanks grew up with. Here’s proof in the form of a 1961 Morris Minor pick up restoration project –sans drivetrain- on the San Francisco Bay Area craiglist with a price of $3,990.
Introduced in 1948 to a car-starved British public, the Morris Minor went on to become one of the best selling cars in Great Britain. Production continued through 1971 with some of its underpinnings going on its successor, the Morris Marina. Minor pick ups came on the scene in 1953.
Minors were exported the US and marketed as a more conventional alternative to the air cooled, rear engine Volkswagen Beetle. The pick up version appealed to American businesses and tradesmen who had to navigate crowded streets and deal with the limited parking in our bigger cities.
The seller states that this example has had extensive body work carried out and the photos supplied tend to back up that claim.
Engines and gearboxes for Minors are relatively easy to find and it is common for powerplants from MG Midgets to be installed for a performance upgrade. Midget front disc brakes are also an easy fit. A number of US and UK suppliers for Minor parts can help fill in the gaps on your parts shopping list.
What do you think: Minor miracle or major pain?
This is a neat little pickup! If I am a serious Buyer though, I want to see the truck either before any bodywork is done or at least numerous pictures of the truck before repairs commenced. I guess I am watching too many shows on Velocity and Discovery where body filler is either masking areas of damage/rust that need the metal re-worked.
The SW gauges are a nice touch I just think if they could be located on the upper left of that same panel they would be easier to see while driving.
Worthless trivia – although the Morris was a “unibody” design, the pickup, van and Traveler (Woodie Wagon) have separate frames under-girding them. I’ve owned more than a few, one of the coolest had a Lancia engine and gear box and Ford Scorpio disc brakes, another was the only Traveler built by the factory with a “Webasto” sunroof!
There’s one in my area that has ice crest’s in the back that they sell snow cones from.Not currently running owner says possible fuel pump issue.
Hey Mike, is that one for sale?
I’ve got a 71 Morris Ute(parked for about 10 years in my warehouse) as well as a 53 Austin A40 Ute I used as a daily driver to about 4 years back. Really liked driving them. Have to sell them both along with 2 Austin Minis and to Morris Minors(56 and 64(daily driver)). Sad but I sold my warehouse and have to sell about half my cars. I really enjoyed driving both the Ute and the Morris Minor!
The separate chassis is only at the back, mind. Cab and bonnet area is the same as saloons, torsion bars an’ all. Another useful conversion is the 70s Celica 5-speed gearbox.
Very usable also! I drove my stock Woodie all over California flat out at 74 MPH–one or so MPH faster than the vw’s, I used to “race” vw’s going home every night on the SF Bayshore freeway, Both of us pedal to the medal at 73 and 74 until some guy had one with anything done to the VW–real amateur racing~~~
I can’t remember the registration plate—(license plate to you guys,) of the car I have now, and I’ve had it ten years! But, MEF 369, and RBG 310: are the plates off our two moggys dad owned back in the day, they are like the pet dog, loving and obedient, and never any trouble, I am 64 now, back in 1969, we drove all the way to Austria, suitcases on a roof rack, no bother at all! The Moggy is still well loved here, couple of firms turn out fully recon ones, but, at a car show recently, there was a split screen version, saloon, and a very large finned Cadillac, side by side, both the same age, caddy had every toy imaginable, the moggys heater was an extra, did we miss our way somewere?
No as stated the van/pickup traveller have a full frame from front to rear.
Perfect candidate for an EV Conversion.
I’ve seen Minors with everything from a blown Chevy big block to a Toyota Twin Cam 1600 stuffed in them – not to mention the Spridget conversions. Some were really decent drivers, and others were really crap. Attention to detail is key with any conversion, and the first area I would concern myself with would be engine cooling. Personal preference is a fully enclosed engine compartment, no louvers, scoops, etc if possible. If a light enough engine / trans is used, the balance of the car should remain acceptable, and by using BMC components to upgrade the suspension and brakes, one could have a decent handling car for reasonable money. Spridget race car bits are relatively easy to find – look at the forums and check out local SCCA groups, there’s always somebody wanting to upgrade to higher performance that would love to sell “last year’s” hot ticket technology to help pay for their upgrades.