79,9
 
500-C North Congress Avenue :: Evansville, IN 47715-2493
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(Office) 812-476-2281 :: (Fax) 812-476-2284 :: email me
Year: 1964
Make: Ford
Model: Falcon Futura 3 Hardtop
Ext.Color: Skylight Blue
Int.Color: Blue cloth
Mileage: 11,300 indicated
Trans Type: Auto
Hallmarks:
TBA
Warranty:
N/A
Keys-Remotes:
2 keys - 0 remote
Books-Manuals:
No
Price: $14,500.00 / best offer




I





*Click on the above thumbnails to view full screen photographs of this automobile.  More photos available upon request.



Additional Details:

(VIN: 4K11F120305), INFORMATION COMING SOON!!


Body Plate info …
(4) 1964
(F) 260 2-barrel carb V8
Body 63C – 2 door hardtop Futura 3
Color Y – Skylight blue
Trim 82 – Blue
Date 01L – Nov 01
DSO 51 – Denver
Axle 4 – 3.25:1
Trans 5 – 4-spd. manual







































a very rare example of a US delivery Morris Minor 1000 panel van - this Morris was sold new in CA and

was used as a service van for cigarette vending machines, the second owner purchased it in 1964 and used it as a daily

driver in high school and college - he even slept in it when he went to concerts and traveled as a 1960’s “hippie.”  I have

been in contact with him and he related that he hand-painted the “mural” on the interior roof as a high school project - it

reads "Ralph." (see photos).  The van remained in CA under the stewardship of the second owner until June 2008 whe

it was purchased by a longtime friend and business associate of mine in Detroit as a project that never materialized.

Disassembled in Michigan my buddy was planning to install a newer motor - small block Ford or an EcoBoost, a 5-spd,

trans and all new electronics, lighting etc.  Due to the sale of his storage building, kids, etc. he decided to part with it

along with some other collectible vehicles, was purchased by me in February 2019.  It is a project vehicle but it is 100%

solid and original with *no rust* on the body or in the floors etc.  In fact, the only spot of rust on the entire vehicle is on the

outer edge of the battery shelf in the engine compartment, which could be easily replaced, or ideally the battery would be

moved back and low in the frame for better weight distribution and safety.  It is currently a green exterior color with a light

yellow interior (which revealed itself after a good power washing), but the original color is believed to be an Old English or

Snowberry white.  The floors, doors, body panels, seats, gauges, & even the wood in the rear floor are all original to this

vehicle.  It comes with the original rear differential (installed), a drive shaft, ribcase transmission & an upgraded and recently

completely rebuilt 1,100cc engine from a BMC supplier in England, all on a pallet (see photos).  The alternator, radiator &

water pump, carburetor, a full gasket set, extra steering wheels, 2-sets of hubcaps and other ancillary items are in boxes.

The van has a disc brake conversion on the front, & the upgraded ribcase trans is the same as what was installed in an

MG Midget 1275.


I have had a few people look at this and all have different ideas - modify it with all current power train and heat and a/c, paint

it and drive it daily.  Others have had the idea to get it on the road and leave the body and paint as-is.  Others have had the

idea to wrap it or paint it as a rolling billboard for their business.  And other have said restore it back to factory specs and show

it.  I think a little of each would be ideal - and the great thing about this is that it’s a clean slate.  The new owner can go any

direction they’d like!  Parts are easily available and inexpensive from suppliers such as British Wiring, Rivergate transmission,

British Auto Parts, Morris Mania, Bull Motif, Charlie Ware, etc.  There are a lot of Morris Minor sedan and convertibles on the

market, and even some Traveller wagons, but I can’t find any panel vans advertised anywhere in the US - all are in England

or Australia.  It has always been stored indoor and is currently on a MI title.  This van is very rare, very original and very cool.



What this van needs:

- it is currently in rolling condition - it needs to be reassembled as far as the motor, trans, etc.
- depending on what motor you go with Rivergate trans is the place to buy a better upgrade from a Datsun 210 5-spd.
   (http://www.rivergate5speed.com)
- update it with modern vintage look heat and a/c??  (https://www.vintageair.com/)
- clean up and paint engine compartment
- needs wiring harness and all wiring redone - very cheap through British Wiring
- update the exterior lighting and brake lights etc. to be safer on todays roads
- remove the gas tank and make sure it is clean inside
- new tires, brake lines, etc.
- the interior looks really cool as it is - maybe clean it and paint it?  a completely finished wood floor like the pickups from
    the 50’s?  Seats are in great condition but it would need carpet and door panels at the least.
- paint?  Personally I think it looks really cool as-is.  Maybe even age the paint more and clear coat it?  It would be a very cool
   vehicle to advertise your business with.



Tires:  N/A  (xxx/xx-14f & xxx/xx-14)

Tread Measurements:  DF: 5/32, PF: 5/32, DR: 5/32, PR: 5/32 (10/32 is new tire tread depth).



Ownership Timeline:

1960 - purchased in California, used by the business as a cigarette vending machine service vehicle
1964 - purchased by Myles Chute (for $40.00!) and used as a personal vehicle.
06/2008 - purchased by E.Schick and shipped to Birmingham, MI as an intended project
02/2019 - purchased by Brian Buxton and transported to Indiana
03/2019 - offered for sale by Buxton Motorsports in Evansville, IN



History of service:

Unknown - see info on chassis and drivetrain restoration above.




History of the 1956-1971 Morris Minor 1000:

The Morris Minor was a milestone of automotive accomplishment for not only Great Britain but for the world. It was Britain’s first million-unit seller, making it a true “people’s car” with over 1.5 million built before production ceased. It began production in 1948, but the 1000 series discussed here began production in 1956 with the then-new A-series 948-cc overhead-valve engine of 37 hp. These cars were also recognizable by their standard one-piece windshield, along with Minor 1000 badging. The final engine upgrade occurred in 1962, when a 49-hp A-series engine of 1,098 cc became standard. The badging remained 1000, however, in a bid for familiarity with prospective customers.

Designed by Alec Issigonis, later of Mini design fame, the Minor 1000 had performance that eventually extended to a top speed of 70 mph, slightly faster than the 1,200 cc Volkswagen Beetle of the same era. The chassis was well ahead of its time, with rack-and-pinion steering, torsion-bar front suspension and unitary welded one-piece body sans separate frame.

The car was available in two-door sedan or four-door sedan body styles, as well as the now much loved and collectible Traveller “woodie” two-door station wagon and two-door convertible. The convertible had side rails surrounding side glass in much the same way that the 1950s Nash Rambler did. There were pickup truck and van versions that were sold in England as well. Imports into the States trickled down to nearly nothing by the late 1960s.

In Britain, these cars are ubiquitous at collector car events in much the same way that 1955–57 Chevrolets or early Mustangs are in North America, but in North America they are much less common. The kind of people who bought Minors new were typically people who didn’t want the idiosyncrasies of Volkswagen Beetles, but who appreciated well-engineered, conventional small cars. For such a diminutive car, rarity and a loyal following make for higher values than you’d think, especially in the United States where they are rarer than in England. As with most cars, convertibles tend to be valued most highly, and the Traveler woodies are treated with the same adoration as the similarly laden Minis.

On October 27, 1948 the Earls Court exhibition centre in London was the venue of Britain’s first post-war motor show, attracting 562,954 visitors. Many dreamed of owning the new Jaguar XK120, but the Morris stand was displaying a no less radical and, crucially, somewhat more attainable model.

The MM-series Minor Saloon and Tourer were both priced at just 358 10s 7d and brought “motoring perfection within reach by satisfying your ideals and your pocket” – and both debuted at a time when petrol was stringently rationed and the domestic waiting list for a new car would run into years.

The lengthy production run of the Minor encompassed the creation of the British Motor Corporation (BMC) in 1952, the formation of British Leyland (BL) in 1968 and the last Traveller left the production line into a 1971 of new-fangled decimal coinage and Mungo Jerry records.

The MM was the cheapest of the latest five-strong post-war Morris and Wolseley line-up; parent Nuffield Group believed that the 1.5-litre Oxford MO would become its volume seller. In the event, while the flagship 6/80 did achieve fame as the archetypal 1950s police car, it was the entry-level Morris that truly captured the public imagination, giving thousands of show-goers the hope of one day taking delivery of a new car.

And 70 years ago, the original MM was unlike any other British economy car. The 918cc, four-cylinder side-valve engine may have been very familiar – a plan by the car’s designer Alec Issigonis to use a flat-four-cylinder unit was abandoned on cost grounds – but there was still rack and pinion steering, independent front springs and bodywork which, to use a very 1940s phrase, was utterly contemporary.

Here was a Morris that was “New from radiator badge to rear bumper” and made the likes of the Ford Anglia E494A appear positively antique.

The Minor would not face strong domestic competition until the early 1950s with the arrivals of the Austin A30, the 100 Anglia/Prefect and the Standard Eight. The Rootes Group and Vauxhall would even not build a small competitor until 1963.

In export markets, the Morris competed against the Volkswagen Beetle which, by the early 1950s, was far more popular in the USA; one theory is that Volkswagen offered a far more comprehensive sales and service network.

On the other side of the Atlantic, the Minor was widely regarded as the epitome of suburban respectability, with the 1952 half-timbered ‘Traveller’s Car’ conveying an image of the landed gentry into East Cheam.

In 1956, the Minor received a major programme of updates intended to keep the car competitive into the 1960s. Where previously the Minor had been offered with a broad range of colours and trim options, the 'Minor 1000' (so named for its 948cc engine) shifted emphasis towards rationalisation of components to access improved economies of scale, and thus enabled increased production volumes to help the Minor retain a significant share of the small car market during a period where car ownership was becoming more commonplace.

The dawn of the motorway era necessitated the fitting of a new 948cc (57.9 cu in) variant of the BMC A-Series engine, elevating top speed from 63 mph to 75 mph, and almost halving 0-60 mph acceleration from 52.5 secs to 31.3 secs.[22] Driving was further improved by a substantially revised gearbox, which incorporated taller ratios for more relaxed cruising speeds and a remote selector allowing a shorter gear lever and less ponderous gearchange action. This new engine and gearbox was the product of a broader engine policy at BMC, and had been developed for use in a range of their smaller vehicles, including the Austin A35, A40 Farina, and Austin-Healey Sprite/MG Midget, to maximise parts sharing and thus reduce production costs, servicing costs and consumer costs across the model range.

A series of changes to the body pressings for the roof/scuttle and bonnet panels yielded a large wraparound rear windscreen and one-piece curved front windscreen, which markedly improved visibility and lent a modernised appearance to the car at relatively small outlay, a horizontally-barred radiator grille, and the headlights mounted higher than previously. 

Many of the 'luxury' items, such as leather trim, were replaced with more durable and cheaper materials, and over the course of the following years the range of available paint and interior colours was dramatically reduced. Various unique Minor trim items and components (such as light units and heaters) were also gradually replaced with ubiquitous items from the BMC range. This programme of changes succeeded in giving access to improved economies of scale to allow production to be ramped up. By the turn of the 1960s, over 100,000 Minors were being produced per year, compared to fewer than 50,000 per year a decade earlier.[23]

In 1961 the semaphore-style trafficators were replaced by flashing direction indicators. These were US-style red at the rear (using the same bulb filament as the brake lamp) and white at the front (using a second brighter filament in the parking lamp bulb) which was legal in the UK and many export markets at the time (such as New Zealand).

An upmarket car based on the Minor floorpan using the larger BMC B-Series engine was sold as the Riley One-Point-Five/Wolseley 1500 beginning in 1957: versions of this Wolseley/Riley variant were also produced by BMC Australia as the Morris Major and the Austin Lancer.

In December 1960 the Minor become the first British car to sell more than a million units, an achievement celebrated by the limited-edition ‘1,000,000’ which featured a lilac paint finish and ivory-coloured leather trim. 1962 saw the launch of the ground-breaking, front-wheel-drive Morris 1100, but the Minor continued in production for a further nine years.

BL claimed that the Marina of 1971 – “Beauty with Brains Behind It”, according to the period advertising – was the heir to the Minor but there was no possibility of it creating the same impact as the MM 23 years earlier, let alone replacing it in the public’s affections even though it was the Minor’s replacement in BL showrooms.

After all, the Minor symbolised the regeneration of the British motor industry in the aftermath of the Second World War whereas the Marina, which also replaced the stately Oxford Series VI, was a hastily conceived stop-gap model.

During the 1970s, the Minor was still regularly encountered as a police Panda car, as a postal delivery or telephone engineer’s van or as an utterly reliable family saloon. At the end of the decade, it was now the first ‘classic’ for many enthusiasts.

Perhaps the key to its enduring popularity is that Issigonis set out to create not so much a ‘small car’ but economical transport with the virtues of one twice its size. Autocar magazine described the MM as offering “merits normally associated with large and expensive models, plus a charm of its own” – which perfectly encapsulates the appeal of “The World’s Supreme Small Car”




Picks:   A restoration project or a fun driver that would take very little to get back on the road!

See "What this van needs" above.  The full set of photos show the condition, so please

request and review them.

 




Numerical Condition Evaluation:
(1 denotes Very Poor / Item needs replacement, 10 denotes Excellent / Showroom New)
 
PAINT:  3
BODY: 9.5
CONV. TOP:  N/A
RIMS:  5
TIRES:  1
WINDSHIELD / GLASS:  9.5
LEATHER / CLOTH:  0
INT. CARPETING:  0
SERVICE RECORDS / OWNERSHIP HISTORY:  5




 


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Pricing does not include any state tax, tag, title, or registration fees.

 

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500-C North Congress Avenue :: Evansville, IN 47715-2493
(Office) 812-476-2281 :: (Fax) 812-476-2284 :: email me

Office Hours: Monday - Friday - By Appointment Only
Saturday - By Appointment Only
Sunday - Closed, per state law