LEYLAND MOKE CALIFORNIAN
LIKE THE LANDROVER BEFORE IT THE MINI MOKE'S ROOTS CAN BE TRACED TO A MILITARY APPLICATION
If you were struggling to find a conventional sports car at sensible money in the late 1970s, this odd-looking device might provide an ideal alternative.
Having invested heavily in the design of a military `para-Moke' which didn't succeed, BMC didn't let the concept die and in 1964 a civilian version entered the British market. Two years later, the Mini Moke found its way to Australia and began winning friends.
By the 1970s, local Mokes had a 1.1-litre engine and proper 13-inch wheels with wintertread pattern tyres, plus a sump guard. They weren't quite a 4WD but many people knew how to make Mokes go places you couldn't reach in any other kind of 2WD vehicle. In 1971 a run of 300 'export' Californian versions with 1275cc engines were built. These had steel bodies and survivors are scarce, however the longevity of later versions was helped by their use of a galvanized `tub'.
Cost-savings in 1975 brought back the 998cc power unit and emission control measures reduced output to just 29kW. In 1979, towards the end of the Moke's Australia lifespan, 1275cc motors again became available in Californian versions, accompanied by front disc brakes. Safety requirements implemented during the 1970s forced Leyland to install proper front seats with head-restraints, while dash protrusions were redesigned or removed.
In 1982, Leyland needed the Enfield (NSW) factory for Peugeot assembly and Moke production was shifted to Portugal. Portuguese Mokes, as had thsse last of the local Californians, featured an integrated roll cage plus a new hood which was a vastly improvement on Australia's `flapping tent'. The last new Mokes sold in Britain late 1994 for over 6000 Pounds.
Californians with their upgraded interior are preferred choices for comfortable cruising. A roll-cage and lap/sash or full-harness belts are equally important if you plan to drive your Moke with the enthusiasm it will encourage.
Starting, steering and stopping are standard Mini. Brakes fitted to pre-1979 versions were unassisted drums and work okay despite high pedal pressures.
Acceleration even in a 1275cc version was leisurely but the wind and noise reverberating through the buckboard body gave an impression of far greater pace. Just as well; because with the top down in bright sunlight the centrally-mounted speedo is hard to read.
Handling is Mini taken to the extreme. Cars fitted with off-road pattern tyres understeer ferociously when pushed and will snap sideways if you panic and back off mid-way through a bend. Such characteristics can be used to advantage by experienced Mokers and these cars have been a favourite with motorkhana competitors since their introduction.
Australian Moke production exceeded 26,000 and survivors of all but the very earliest version are easily found. There aren't as many specialist Moke and Moke parts dealers as there once was, however plenty of excellent vehicles remain available.
Californians in ordinary condition with the 998 engine start at $10,000 while at the opposite end of the scale some fully restored, gal-body examples with 1275cc engines have been offered at $50,000 and beyond.