Morris Minor

On the Minor corrosion is not a cosmetic item — the box chassis rails, outer sills, spring hangers and chassis legs are structural and British roads rot them from the inside. Sills, floors, the central crossmember and rear chassis legs all corrode and the repair is labour-heavy because the suspension, steering and body all bolt to the affected metal. Cars now over forty years old are MOT-exempt, so nothing inspects them annually and hidden rot only surfaces at a show or on a ramp. A structural horror listed at £3,000 can cost far more than an honest car at £7,000.

The Minor's front suspension pivots on kingpins and trunnion bushes that must be greased regularly, and the lower trunnion wears first. The failure mode is not vague: if a worn lower trunnion gives way the front wheel can drop out suddenly and buckle under the car, stranding the driver. A sharp, pointed feel to the kingpin threads on inspection means the wear limit has been reached, and the correct repair is a complete new assembly rather than packing out the old one. New old stock trunnions are available loose from £25–£28 or as complete kits from £40, and NOS parts beat remanufactured kits on quality.

The Traveller's varnished-ash wooden frame, fitted from 1953, is a structural part of the body rather than trim, and it fails in ways a steel repair shop is not set up to diagnose. Ash deteriorates where water reaches it behind the rear quarter windows, at the door pillars and wherever the body steel has rotted against it, and the correct fix is carpentry joined to panel work — timber repair is a different trade from welding, so few general body shops quote it honestly. Prices reflect that split trade: Tourers and Travellers run £9,000–£15,000 in good order, and a car with an unchecked frame can swallow a large share of its own value.