The Minor's interior was surprisingly roomy for up to four adults to travel in comfort, and the boot, while not enormous, provided reasonably generous luggage accommodation.

A little more power was provided by the use of the Austin Motor Company's willing overhead valve 803cc engine (from their recently introduced A30). This was installed from 1952 in the new 'Series II' models which replaced the original 'MM' versions, following the merger of Austin and Morris to form the British Motor Corporation (BMC).

Capable of cruising at 70 mph or more
The Minor was improved again in 1956, and the revised car was known as the 'Minor 1000'. This was due to the use of BMC's 948cc 'A' Series engine (a stronger and more powerful version of the previous 803cc unit). In conjunction with a new, remote control gearbox and a higher final drive ratio, the new car was faster and more rewarding to drive. The engine was also more durable than that of its predecessor (and indeed was eminently tuneable to produce more power if required).

Another increase in power output came in 1962, when the 1098cc version of the A Series motor was employed. With 48 bhp produced by this unit, together with a slick-changing, baulk ring synchromesh type gearbox, plus a higher axle ratio, the revised model (still designated Minor 1000) was easy to drive, lively for its time and capable of cruising at 70 mph or more.

The Minor was produced in two and four door saloon form, as a four seater 'Tourer' (later named Convertible), estate car ('Traveller'), pick-up truck and van, so there are Minors out there to suit all needs.

Despite the fact that the last Minor was produced in 1971, the cars remain easy to own and inexpensive to operate, and are highly practical for everyday running, where required.

Insurance costs are low
Spares back-up is first class (virtually all components likely to be needed are available through a range of specialists, and prices are competitive) and the club scene is very active. Fuel consumption is good (typically between 42 and 47 mpg on long runs), and insurance costs low (many special schemes are available at cost-effective premiums, even for young enthusiasts).

Asking prices start at around £100 for a restoration case (which will almost certainly need much time and money spent on it) and for saloons and Travellers usually rise to around £3,000 (although 'concours' examples can fetch much more).

Convertibles and commercial versions are now seen as more 'desirable' than saloons, so asking prices are typically around 10-20 per cent higher.

WHAT TO CHECK
Problems? As with most post-War cars, structural corrosion can be a major concern. Most aspects can be repaired, but if the lower section of the car is seriously rusty, renovation costs can add up (especially if you cannot to the work yourself).

Check in particular the floor pans, 'chassis' strengtheners, front and rear suspension mountings (especially around the rear ends of the front torsion bars, and in the vicinity of the rear spring mountings). The extremities of the wings, the lower sections of the body sides on two door saloons (just ahead of the rear wheels), and the boot floor are other areas to check very carefully.

Note that many convertibles have been converted from two door saloons; indeed, kits are available for this purpose. However, the work needs to have been carried out properly, and the asking price should be lower than for a 'factory' convertible. It is wise to seek guidance from Club sources if you are intending to buy a drophead version.

If you fancy a Traveller (estate), make sure that the woodwork forming part of the rear bodywork is strong. This is an integral part of the vehicle's structure, and can be expensive to replace.

The mechanical components are renowned for longevity, but the engines will eventually start to smoke due to worn piston rings and cylinder walls. Look for excessive smoke (from the exhaust); this will be seen in the rear view mirror when accelerating away from the bottom of a long hill.

Check for worn/rattling big end bearings, especially on the sidevalve units of the MM versions, and the 803cc units used in Series II models until 1956; these are prone to wearing after relatively low mileages.