A Mini Life Josh Sherwood
1 / A Mini Life /
Contents 8-9 10 - 12 13 - 14 15 - 16 17 - 21 24 - 25 26 - 32 36 - 39 50 - 52 53 - 56 100 - 105 158 - 161 162 - 165 166 - 167 40 - 47 57 - 67 70 - 82
2 / A Mini Life /
Introduction Sir Alec Issigonis 1959 The Suez Crisis British Motor Corporation The Unsung Hero Design and Development The Launch of a Motoring Icon Putting a Price on an Icon The First Ever Mini Monte Carlo Magic End of an Era Mini Models Famous Mini Owners The Austin Seven & Morris Mini Minor The Mini Countryman / Traveller / Van / Pickup The Mini Cooper & Cooper S
122 - 127 128 - 131 144 - 151 5-7 86 - 97 98 - 99 106 - 116 117 - 118 132 - 133 134 - 143 156 - 157 170 - 171
3 / A Mini Life /
The Wolseley Hornet & Riley Elf The Mini Moke The Mini Clubman / Clubman Estate / 1275gt Preface A Modern Day Mini Mini Landmarks Minis in the Movies Mini Landmarks Mini Landmarks Profile: Colin Chapman Mini Landmarks Conclusion
I have a hunch that "Mini" may well prove to be the catchword of the next decade Lord Nuffield
4 / A Mini Life /
preface
5 / A Mini Life /
I have always been interested in Minis, ever since I was younger and my mum used to take me all sorts of places in an old Mini 1275gt that used to belong to my dad. In 2008, by the time I had turned 17 and ready to start driving we had had that Mini in the family for 30 years and it was now my turn to inherit it. Despite writing it off only 2 months after getting it, I continued to drive it and still own it to this day, along with a 1984 mini Mayfair. It is safe to say that I am “mad about Minis” and love everything about them. After passing my test in a modern day car, it was a massive shock when I first took my Mini out for a spin, to find that there was
6 / A Mini Life / Preface
no power-steering, no anti-lock breaks and only four gears amongst other things. I can admit, it scared me a little, but I wanted more, I knew nothing about it when I first started driving it and now owning one made me want to learn all there was to know; it’s history, how it ran, how to fix it and a year after first aquiring it and a lot of breakdowns later I had a new wealth of knowledge. I still to this day don’t know all there is to do with Minis and there are still a lot of engine components I am still learning about, but I am constantly pushing to know more about something that genuinelly interests me.
“The Mini has something that not a lot of cars have, character, essentially it becomes part of the familly. It breaks the rules and rules the bends someone once told me. It is one of those classic motoring icons and I think that everyone should own one at least once in their life”
Josh Sherwood
Rebuilt Mini 1275gt (without side stickers), Taken with an Olympus OM10
7 / A Mini Life / Preface
INTRODUCTION
8 / A Mini Life /
In 1959, a man named Sir Alec Issigonis designed a car for the British Motor Company (bmc) that was a great fuel-conserving little runabout and was as tiny as a car could get without being a bubblecar. They called it The Mini. The mini was an iconic piece of car design from the moment the first one left the assembly-line. It was the car of the 60s, it commanded respect and quickly became the car everybody wanted. During it’s production period (1959 - 2000) it was built at the Cowley plants in the United Kingdom and later in Australia, Belgium, Chile, Italy, Portugal, South Africa, Spain, Uruguay and Venezuela.
9 / A Mini Life / Introduction
The Mini is one of those cars that gets to define the vehicle class it belongs to. Althought the new Mini, which is now produced by bmw, was launched in 2001, replacing the legend with updates for the 21st century, nothing comes close to the sheer weightless, compact panache of the original. Let’s take a closer look at the life of the “European Car of the Century”, The Mini ›
SIR ALEC
ISSIGONIS
10 / A Mini Life /
“When I designed The Mini, people said ‘It will never sell…” Sir Alec Issigonis
Sir Alexander Arnold Constantine Issigonis was a Greek-British car designer, born in Smyrna 18 November 1906, best known for his ground-breaking and influencial development of the Mini. Following the death of his father in 1922, Alec and his mother moved to the UK, where he went on to study engineering at Battersea Polytechnic in London. Issigonis entered into the motor industry as an engineer and designer as well as competing in motor racing himself during the 1930s and 40s. It wasn’t until the end of 1955 when he would be hired by bmc who would later ask him to design The Mini.
In 1956 there was the Suez Crisis, which put a rationing of fuel in place and Issigonis was ordered to bring a small car into production as quickly as possible. By early next year the prototypes were running and the master drawings for project ADO15 were made official and ready for production. Im August 1959 the car was finally launched as the Morris Mini Minor and the Austin Seven. They went on to soon be known as The Austin Mini and years later, simply The Mini.
11 / A Mini Life / Sir Alec Issigonis
After The Mini had been around for a few years and gained popularity, Issigonis was promoted to Technical Director. As bmc was becoming cripled during the 1960s by vehicle manufacture costs and service warrenties, Alec decided he wanted to “do his own thing”. However he was quickly sidelined by Lord Stokes, chairman of the newly established British Leyland in 1969. Stokes made Issigonis what was termed as “Special Developments Manager”. He went on to work for British Leyland for the following two years until his retirement in 1971. However even after his retirement “The Greek God” continued to work on his own projects.
12 / A Mini Life /Sir Alec Issigonis
He received his knighthood in 1969 for his services to the motor industry and despite being most well-known for designing The Mini, the thing he was most proud of achieving was his involvement in the creation of the Morris Minor. On the 2nd October 1988, he died at his home in Birmingham aged 81 and shortly after he had a road named after him in Cowley, Oxford, the original site of the Morris Motors factory.
Sir Alec Issigonis Source: www.autonews.com
1959
13 / A Mini Life /
Had it not been for the Suez Crisis, The Mini would have never seen the light of day, it’s events like this that constantly shape the world. Although the Suez Crisis took place in 1956, there were plenty of events that took place in the year of The Minis release, which went on to alter events in the world. Arguably one of the biggest events of the year was Fidel Castro coming to power in Cuba after the revolution. The very first Barbie doll was produced (based on the German adult figure Bild Lilli) and caused a worldwide craze amonst girls. Alaska and Hawaii are both admitted as U.S. states
14 / A Mini Life / 1959
The Soviet Union’s Luna 2 becomes the first man-made spacecraft to crash on the moon. The Soviet Union launch another probe into space and, which sends back the first ever photos of the far side of the moon. The Dominican Republic sees a revolutionary invasion from land sea and air in order to overthrow dictator Rafael Leonidas Trujillo. The revolutionary forces were aided by Fidel Castro, who came to power in Cuba earlier in the year.
THE SUEZ CRISIS
15 / A Mini Life /
The Suez Crisis played a big part in the production of The Mini. bmc had already made plans to put a small car into production but due to the crisis, there was a rationing in fuel and thus bmc ordered Issigonis to get the small car (ADO15) into production as soon as he possibly could. The Suez Crisis took place in Egypt in late 1956 and early 1957 over the Egyptian President Gamel Abdel Nasser’s decision to nationalize the Suez Canal. Egypt had joined military forces with both Syria and Jordan, surrounding Israel, who feared attack. In responce, English and French forces attempted to seize control of the Suez Canal and remove the
16 / A Mini Life / The Suez Crisis
Egyptian President from power. Although they were successful with gaining control of the canal, the Anglo-French forces were pressured into withdrawing by the United Nations. As a result of all the conflict that took place, The United Nations Emergency Force were given the task of policing the Egyptian Israeli border to prevent any more hostile behavior.
B
× M
C
BRITISH
M–O–T–O–R–I–N–G
CORPORATION
17 / A Mini Life /
The British Motor Corporation (bmc) was a vehicle manufacturer from United Kingdom, founded in 1952. It was formed by the same man who merged the Austin Motor Company and the Nuffield Organisation. At the time bmc were the largest British car company, owning 39% of British output. They had many brand names under their belt including Austin, mg, Morris and Wolseley. bmc were also involved in the manufacturing of agricultural and commercial vehicles. The headquarters were at the Austin plant near Birmingham, as Austin were the dominant partner in the group. This was also evident in all new car designs, as they were
18 / A Mini Life / British Motoring Corporation
all coded ADO, refering to the Austin Drawing Office. Although bmc’s factory were thoroughly modernised, their management systems were not. Ford Motor Company analysed this system after the release of The Mini and concluded that bmc were losing £30 on every one that was sold. Despite bmc consistently selling large volumes of The Mini, the market share and profitability margins fell, triggering off the government sponsered merge with Jaguar in 1966 to form British Motor Holdings (bmh).
British Motor Corporation Panel Van, 1969 Source: www.dennishanna.com
19 / A Mini Life / British Motoring Corporation
British Leyland Mini 1275gt, 1971 Taken with an Olympus OM10
20 / A Mini Life / British Motoring Corporation
Three years after merging with Jaguar, bmh merged again but this time with Leyland Motor Corporation to form the British Leyland Motor Corporation, known to many as just British Leyland (blmc). The reason this time was due to pressure from the Labour British Government. British Leyland was then nationalized in 1975, creating a new holding company named British Leyland Ltd, holding 40% of the uk car market Although British Leyland had profitable marques including the Jaguar, Land Rover and The Mini, it also had a troubled history. Therefore in 1986 the company was renamed the Rover Group, which
21 / A Mini Life / British Motoring Corporation
later became mg Rover Group and in 2005, the manufacturer went into administration, ending the mass production of British owned vehicles. In 2002 bmc came back from the dead. Back in the 1950s they set up and licenced a Turkish commercial vehicle builder to build their designs, which in 2002, they began exporting to Britain. This was the first time in over 40 years that the bmc brand had been seen on British roads.
22 / A Mini Life /
23 / A Mini Life /
THE G N U S UN O HER
24 / A Mini Life /
Although the designer of The Mini, Sir Alec Issigonis, died with several awards under his belt for his revolutionary design, it is a little known fact that without the work of Yorkshire-born engineer Bill Cull, The Mini wouldn’t of been in production at all. Due to the design of the car, it was having trouble transferring the power from the engine to the front wheels, for that desired revolutionary front-wheel-drive system. Bob Grice, apprentice of the year during the launch year of The Mini, insisted “nothing else worked...everything broke, including a superjoint licenced from Porsche”. After exhausting all of the options and pulling all their hair out,
25 / A Mini Life / The Unsung Hero
they went out on patent search, searching for patented products that may solve their problem. This search threw up Bill Cull, an engineer, who at the time was running his own business. Cull came up with what is refered to as ‘a joint of great beauty’, it crammed rods, ball-bearings and grooves into a tight metal ball, bent through almost 90 degrees to give power to the front wheels. Cull died in his 90s, never challenging Issigonis for his place in history or seeking acknowledgement for his work on The Mini. He was a modest man and even up until his death he was still absorbed in his experiments.
“If it wasn’t for this man, none of you would have jobs.” Peter Wheeler
DES I G N
&
DEVE L OPM E NT
26 / A Mini Life /
Before going into production, The Austin Se7en (Mark I Mini) was better known as project ADO15. This project number stood for Austin Drawing Office project number 15 and the aim was to compete with the ever growing popularity of the French and German made bubble cars. The head of bmc, Leonard Lord, detested these bubble cars and vowed to design a ‘proper miniature car’ and rid the streets of the ‘horrible’ bubble car. Leonard Lord only set a few conditions; the car could not exceed the desired measurements of 10 x 4 x 4 ft (3 x 1.2 x 1.2 m), the passenger accomodation should be able to seat four adults and lastly, it had to be powered, for cost reasons,
27 / A Mini Life / Design and Development
by an existing bmc engine unit. Along with the help of Jack Daniels, Chris Kingham, two engineering students and four draughtsmen, Issigonis proceeded with the design, using a bmc A-series four-cylinder water-cooler engine. The only alteration he made to the design of the engine, was the decision to mount it transversely, meaning that the four-speed transmission was situated in the sump, employing the need for a front-wheel-drive system. This system would go on to revolutionise the design of cars, with the only change that the transmission would be seperately enclosed rather than using the engine oil as lubrication.
One of the earliest sketches made by Issigonis of The Mini Source: www.aronline.co.uk
28 / A Mini Life / Design and Development
The positioning of the engine also benefited the placement of the radiator, as it meant that the enginemounted fan could be retained. There was however, a problem, as it meant that the ignition system had to be placed at the front due to lack of space in the engine compartment, something that was limited by the desire to save precious vehicle length. It’s placement at the front meant that the ignition system was exposed to rainwater directly through the grille, something most Mini owners will be familiar with. The Mini’s suspension system was designed by a friend pf Issigonis, a man called Dr. Alex Moulton, who opted to use compact
29 / A Mini Life / Design and Development
rubber cones apposed to conventional springs. This, along with the positioning of the wheels in the corners of the car, gave it it’s famous go kart-like handling. They had initionally planned an interconnected fluid system, that they had been working on in the mid-1950s, similar to that of the suspension system used in the Citroen 2cv design. However due to the short development time of the car, they couldn’t finish it in time. After further development, The Mini gained the interconnested fluid suspension system in 1964. Due to the size of The Mini, Issigonis had specified that he wanted to use ten-inch wheels.
This meant that new tyres had to be developed to fit the wheels, with the initial contract went to Dunlop. Originally Issigonis had tried to push Dunlop to develop tyres for an eight-inch wheel, but Dunlop choked on his proposition, insisting they couldn’t do it as it was too small and agreed on developing the tyres for the ten-inch wheel. Other design features included sliding windows, which allowed starage space in the hollow doors and a number plate that was hinged at the top, so that when driving with the boot lid down, the number plate was still visible. However this feature was later removed as test results showed that it was causing exhaust fumes to leak into the
30 / A Mini Life / Design and Development
cockpit of the vehicle and was dangerous for passengers. It was also originally designed with external door and boot hinges to make the construction of them simpler. By October 1957 the designs and development of the car had been finalised and an original prototype had been built, dubbed ‘the orange box’ because of it’s colour. After testing the prototype there were a few alterations that had to be made. These including placing the battery in the boot due to both the lack of space in the engine compartment and to stop the back end from bouncing around. The engine capacity was also reduced to
“We went around the works, and I drove him at a hell of a speed - I’m sure he was terrified - but then he was so impressed by it’s road-holding, we stopped outside his office, he got out of the car and he said, “Go and make it.”” Sir Alec Issigonis
just 848cc as they found that the engine was too powerful. Other agreed changes included rotating the power unit a full 1800, meaning that the manifolds were at the rear of the engine unit, to avoid having the exhaust at the front, and the introduction of an SU carburettor. This changed meant that the exhaust pipe was less likely to become damaged, however the downside to this alteration was that an Idler gear had to be introduced, causing a rattle on the tick-over. There were attempts to overcome this problem, but all were too expensive to put into production. One of the final design decisions before moving the
31 / A Mini Life / Design and Development
prototypes onto the next stage, was the decision to make the car two inches wider, allowing increased passanger and engine bay space. After seven months of Leonard Lord giving the go-ahead, Issigonis had a second prototype up and running and invited him for a ride, resulting in the Lord telling him to “Go and make it�, and The Mini entered the production line.
An early photo of two prototypes of The Mini (ado15) being tested Source: www.austinmemories.com
If you notice on the early prototypes, they use the same grilles that would be later use on the Austin Mini Van, which was later put into production a year after the release of the original Mini (The Austin Se7en). These two prototypes (pictured) in particular also sported an early
32 / A Mini Life / Design and Development
version of the cooling fan, only using four blades apposed to the later sixteen blade fan, as well as front exiting exhausts that were later changed after the testing of these prototypes
Nuts and Bolts There are exactly 3,016 screws, nuts and bolts in an original Mini.
33 / A Mini Life /
34 / A Mini Life /
Throughout this book there are pictures of my Mini 1275gt, showing the destruction it has been through during it's life in my father's possession.
35 / A Mini Life /
THE
MOTO RING ICON LAUNCH OF A
36 / A Mini Life /
Before The Mini was made available to the general public, the press had a chance to get their hands on it. They had a whole weekend to play with bmc’s new car (18-19 August 1959) and declare their opinions on the little car before it’s launch day. During this press dedicated weekend, the car recieved a lot of praise. They made comments about; the exceptional space efficiency, the car’s unique personality and above all, it’s good performance and tenacious front-wheel-drive handling. It was this last point that made it a huge hit amongst the critics and changed the perception of bmc in the public’s eye. A handful of critics refered to the car as though they were driving a
37 / A Mini Life / The Launch of a Motoring Icon
personalised car of the designer, as it was very much like Issigonis. He never wore a seatbelt or listened to the radio, so these were two features that The Mini didn’t possess. However Issigonis was a chain smoker, which is why it is not a surprise that the car has an ashtray. The car was released to the public on the 26th August 1959, the same day the Austin a35 went out of production, and there were two varients of the car available upon launch; The Austin Se7en and The Morris Mini Minor. The initial launch date was planned for 2nd September, but due to last minute changes, revolving around production speed, it was pushed forward.
Sir Alec Issigonis and The Mini on it’s launch day 26th August 1959 Source: www.aronline.co.uk
38 / A Mini Life / The Launch of a Motoring Icon
Mark I Minis at the press launch on 18-19th August Source: www.austinmemories.com
39 / A Mini Life / The Launch of a Motoring Icon
THE
AUSTIN
MORRIS MK I MINI
40 / A Mini Life /
When the Mark I Mini was first launched, the initial production target was 3000 vehicles a week, divided equally between the plants in Longbridge and Cowley. Although they ended up operating at 4000 a week, above target, it soon became apparent that even this was not enough, and a £49 million expansion plan was put in place to double output to 8000 Austin Se7en and Morris Mini Minor units a week. By the end of 1959, just 4 months after being launched, 19,749 minis had already been sold. It’s launch price was only £497 for a standard version of both the Se7en and the Mini Minor. There was also a De Luxe version sold for £537, which featured a higher quality
interior. Three years after the launch, a Super De Luxe model was also introduced costing £561, and even later, one with an automatic gearbox for the higher price of £606. A commonly unknown fact about the Mark I is that during it’s development stage, when it was still known as project ado15, it was almost called The Austin Newmarket, due to bmc’s track record of naming vehicles after places and partly because of the new market the car was aimed at. ‘Se7en’ was also the latin word for ‘smaller’ and was often refered to in early advertising material as just the ‘Se7en’.
41 / A Mini Life / The Austin Seven and Morris Mini Minor
“From bumper to bumper, this car is pure revolution!”” The Austin Motor Company Limited
One of the first few thousand Morris MiniMinors produced in 1959 Source: www.aronline.co.uk
42 / A Mini Life / The Austin Seven and Morris Mini Minor
“I have a hunch that ‘Mini’ may well prove to be the catchword of the next decade.” Lord Nuffield
The name Mini was only first used domestically by Austin in 1961, when they rebranded The Austin Se7en as The Austin Mini. However it still appeared as the Austin and Morris 850 in North America and France until 1962, and the Austin Partner in Denmark until 1964. Austin’s reasons for choosing the name Mini were again Latin. Like the ‘Se7en’ meant ‘smaller’. the word ‘Mini’, short for minimus, in Latin means ‘least’ or ‘the smallest’. According to Rover, in a souvenir booklet to mark the car’s 30th birthday, it was none other than bmc’s Honourary president Lord Nuffield who pushed for the adoptation of the name ‘Mini’. In 1964 the Mark I Mini was
43 / A Mini Life / The Austin Seven and Morris Mini Minor
finally fitted with the hydrolastic suspension system that it was intended to be fitted with during it’s development. This created a softer ride, but was heavily criticized for being too expensive to fit and altering the handling of the car. Due to the bad reception the hydrolastic system recieved, the original rubbercone suspension was back in 1971 and continued to be used until the end of production. The Mark I rose to prominence in the 60s, with a total of 1,190.000 being produced and quickly becoming the car everyone wanted, etching it’s place into popular culture of the 1960s, including big-name purchases from film and music stars including The Beatles.
Austin and Morris Mini Mark I 1959 - 1967 Specifications Engine Dimensions BMC A-series, 4 cylinder in-line, 8 overhead valves. Wheelbase: 80in Track Front: 48.2in Type: spark-ignition Track Rear: 46.2in Displacement: 848cc Overall Length: 120in Bore: 63mm Overall Width: 55.5in Stroke: 68.3mm Overall Height: 53in Compression: 8.3 - 1 Ground Clearance: 6in Valves: 2 per cylinder Kerb Weight: 1340 lbs Carburettors: single SU HS2 Fuel Tank: 5.5 gals Power Output: 37 bhp, 5500 rpm Transmission Performance 4-speed manual, synchromesh on top 3 gears, Top Speed: Front Wheel-drive. 75mph 0-60mph: 29.6 seconds Fuel Consumption: 40.1mpg Brakes Hydraulic, front drum, rear drum.
44 / A Mini Life / The Austin Seven and Morris Mini Minor
Wheels 4 stud, 10in, pressed steel. Construction Pressed steel monocoque. Steering Rack & Pinion. Suspension Front & Rear, rubber cone, telescopic shock absorbers.
An early promotion shoot for the Mark I Mini Source: www.austinmemories.com
45 / A Mini Life / The Austin Seven and Morris Mini Minor
The first Mini sold in North America is a Morris Mini-Minor, sold to a family in Texas Source: www.theminiplace.com
46 / A Mini Life / The Austin Seven and Morris Mini Minor
An Austin Se7en, in the factory at Longbridge Source: www.theminiplace.com
47 / A Mini Life / The Austin Seven and Morris Mini Minor
AUSTIN O 48 / A Mini Life /
MORRIS R 49 / A Mini Life /
P
TIN A
£££ I
50 / A Mini Life /
G
UT
ON AN
C O N
“Volume will deal with it.” Leonard Lord & George Harriman
In the first few years of the Mini’s release, a concern that kept cropping up was the issue of whether the Mini was making or losing money for bmc. Before the bmc was formed, Austin had always mirrored what Morris were charging for their cars, as it was believed that William Morris was very much good with cost control. However, after the formation of bmc and the two companies now being the two biggest partners of bmc, they had to look elsewhere for their pricing. It has been said that the price of the Mini was based on the Ford Popular, which ceased production in 1959.
51 / A Mini Life / Putting a Price on an Icon
Ford had also debuted a new car aimed at a similar market sector as the Mini, they called it the Ford Anglia 105e. However bmc upstaged Ford by charging a massive £93 less. Curious as to how they could produce and sell a car for that cheap, Ford looked into bmc’s manufacture costs. Despite Ford saying their results show that bmc must be losing £30 on each new Mark I made, bmc deny claims of losing money on the Austin Se7en and Morris MiniMinor. Instead it is claimed by Leonard Lord and George Harriman that they would make cars all week until Thursday afternoon and then by Friday, all the overheads have been met, starting to show profit.
An Austin Se7en, on the production line at Longbridge Source: www.austinmemories.com
One of the biggest criticisms made about bmc, was the decision to spread it’s plants all over the country. If the claims of bmc losing money over each new Mini made
52 / A Mini Life / Putting a Price on an Icon
are true, then this is the reason behind it. All the components made around the country had to be sent to Cowley and Longbridge for the final assembly.
THE
FIRST EVER
M I N I
53 / A Mini Life /
There is a lot of controversy over which was the first ever Mini to be produced. It is claimed that a Morris Mini-Minor registered 621 aok was the first Mini to come off the production line. This has been the accepted truth for a long time now and the bmh Gaydon museum currently own 621 aok, showcasing it as the first ever Mini. However this belief evolved out of a distorted production chronology and a series of half truths into the story today of 621 aok being the first Mini. It is believed by many that the Austin plant in Longbridge produced five Minis before the first Morris Mini-Minor came out of the Morris plant in Cowley. On the 3rd April 1959, the first batch of Minis were produced from the plant in Longbridge with the chassis numbers 101 and 102, with numbers 103, 104 and 105 following days later, becoming the first five Minis to come off of the production line. Unfortunately chassis number 101 disappeared a long time ago, but chassis number 102 still exists today, registered as 627 hue and belonging to a Japanese Mini collector. Both Minis 101 and 102/627 hue originally belonged to Issigonis.
54 / A Mini Life / The First Ever Mini
It was only on 8th May 1959 that the Morris plant in Cowley started producing Minis, claiming that this was the date 621 aok was produced. The millionth Mini was then produced in February 1965 and it is believed that bmc simply made the mistake of assuming that the Mini was first produced at the Cowley plant. Sir Alec Issigonis was featured in the press, famously posing with both Morris 621 aok and a current 1965 model, a photo that has appeared many times since. There is however, a contrasting story, backing up the original claims of Morris 621 aok being the first. According to a retired bmc engineer, a handful of employees were ordered by Les Ford, Morris’
55 / A Mini Life / The First Ever Mini
chief planning engineer, to build 621 aok over the weekend of 27th to the 30th March 1959, the Easter weekend. They were asked to build the first Mini so that it could be delivered to Longbridge in order for the directors to be able to view the car. In this version of the story, the now accepted version, the Longbridge plant used 621 aok as a reference for the first few Austin Minis that were built. Althought neither side to the story can be proved or disproved, it has become the accepted truth that 621 aok is in fact the first Mark I Mini (ado15) to make it off the production line in 1959.
A famous press photo taken of Sir Alec Issigonis posing with a 1965 model Mini and 621 aok, the first ever registered Mini. Source: www.somerford-mini.co.uk
56 / A Mini Life / The First Ever Mini
THE
AUSTIN
MORRIS MINI
COUNTRYMAN / TRAVELLER VAN / PICK-UP
57 / A Mini Life /
In 1960 bmc decided to release estate versions of it’s newly successful Austin and Morris Mark I Minis. They started by launching the Mini Van in January, later in it’s life known as the Mini 95. The Mini Van was a commercial panel van that proved to be a popular hit for bmc as it required no sales tax due to it’s status as a commercial vehicle type. It was built on the same chassis as both the Mini Traveller and the Mini Countryman, however unlike both of these it was fitted with a panel back instead of rear side windows. One of the Mini Van’s distinguishing features was it’s grille made from a series of simple stamped steel slots, something that was seen back on
the early prototypes of ado15. The Mini Van’s rename in 1978 was due to there being a class of vehicles known as minivans or, as we know them in Britain, MPVs. The name Mini 95 was decided upon as the number represented the gross weight of the vehicle; 0.95 tons. However, even to this day, people still refer to it as the Mini Van. When it was first launched in January 1960, both Austin and Morris models featured a smooth roof. In 1966 Austin decided to start offering their model of the Mini Van with a ribbed roof. During it’s lifespan until it’s eventually decommission in 1982, the Mini Van recieved many new touches including new interior, and with the
58 / A Mini Life / The Mini Countryman / Traveller / Van / Pickup
The original design of the Austin and Morris Mini Van, 1960 Source: www.austinmemories.com
addition of new models in the line, new features. These included a more powerful engine, as featured in the Mark II Mini, and concealed hinges, featured on the Mark III Minis and onwards.
59 / A Mini Life / The Mini Countryman / Traveller / Van / Pickup
Austin and Morris Mini Van 1960 - 1982 Specifications Engine Dimensions BMC A-series, 4 cylinder in-line, 8 overhead valves. Wheelbase: 84.25in 998cc available from 1967 Track Front: 48.2in Track Rear: 46.2in Type: spark-ignition Overall Length: 129.8in Displacement: 850cc Overall Width: 55.5in Bore: 63mm Overall Height: 54.5in Stroke: 68.3mm Ground Clearance: 6in Compression: 8.3 - 1 Kerb Weight: 12.24 cwt Valves: 2 per cylinder Fuel Tank: 6.5 gals Carburettors: single SU HS2 Load Capacity: 46cu ft Power Output: 37 bhp, 5500 rpm Transmission Performance 4-speed manual, synchromesh on top 3 gears, Top Speed: Front Wheel-drive. 69mph 0-60mph: 33.8 seconds Fuel Consumption: 38mpg Brakes Hydraulic, front drum, rear drum.
60 / A Mini Life / The Mini Countryman / Traveller / Van / Pickup
Wheels 4 stud, 10in, pressed steel, cross-ply tyres. Construction Pressed steel monocoque. Steering Rack & Pinion. Suspension Front & Rear, rubber cone, telescopic shock absorbers.
Following the success of the Mini Van, bmc released a non-commercial estate version of the Austin Se7en and Morris mini-Minor, they were called the Austin Countryman and the Morris Traveller. Both of these cars were exactly the same design, the only difference being the name due to the Mini being produced by two different partners within bmc. However most people simply remember the car as the ‘Woody’. The design was very similar to that of the Mini Van, released a year earlier, featuring the same barn style doors at the rear and the same longer chassis, but the Traveller and Countryman featured rear side windows and those decorative
61 / A Mini Life / The Mini Countryman / Traveller / Van / Pickup
non-structural wooden inserts, which were only available on the luxury models. When it was released in the first half of 1961 it featured the wooden inserts as standard, launching for £623. In October, later that year, a more standard version, without the wooden inserts, was released for £532, making the more luxurious wood panel version almost £100 more expensive. Like the Mini Van, with the release of the Mark II Mini, the estates were also fitted with larger 998cc engines. during it’s lifetime, 207,000 were produced, now making the ‘Woody’ a desirable estate Mini.
A promotional photo of the Austin Mini Countryman. Source: www.miniresource.com
62 / A Mini Life / The Mini Countryman / Traveller / Van / Pickup
A photo of the all steel version of the Austin Countryman. Source: www.miniresource.com
63 / A Mini Life / The Mini Countryman / Traveller / Van / Pickup
Austin Countryman and Morris Traveller 1961 - 1969 Specifications Engine Dimensions BMC A-series, 4 cylinder in-line, 8 overhead valves. Wheelbase: 84.25in 998cc available from 1967 Track Front: 48.2in Track Rear: 46.2in Type: spark-ignition Overall Length: 129.8in Displacement: 848cc Overall Width: 55.5in Bore: 63mm Overall Height: 53.5in Stroke: 68.3mm Ground Clearance: 6in Compression: 8.3 - 1 Kerb Weight: 13.25 cwt Valves: 2 per cylinder Fuel Tank: 6.5 gals Carburettors: single SU HS2 Power Output: 37 bhp, 5500 rpm Transmission 4-speed manual, Performance synchromesh on top 3 gears, Front Wheel-drive. Top Speed: 69mph 0-60mph: 33.8 seconds Brakes Fuel Consumption: 38mpg Hydraulic, front drum, rear drum.
64 / A Mini Life / The Mini Countryman / Traveller / Van / Pickup
Wheels 4 stud, 10in, pressed steel, cross-ply tyres. Construction Pressed steel monocoque. Non - structural wood battens Steering Rack & Pinion. Suspension Front & Rear, rubber cone, telescopic shock absorbers.
In January 1961 bmc released the Austin and Morris Mini Pick-up, however all of these were produced at the plant in Longbridge during it’s production period. The Mini Pick-up was launched at the same price of £360 as the Mini Van, and used the same longer chassis also used by the Countryman and Traveller. Apart from the open-top rear cargo area, the Mini Pick-up was very similar to the design of the Mini Van, both featured only two seats and the same simple slot stamped steel grille. The original standard version of the Pick-up was very basic, sold without a heater, seat belts and a passenger-side sun visor.
65 / A Mini Life / The Mini Countryman / Traveller / Van / Pickup
Although later in it’s production period some of these became standard and it was also offered with optional tilt tubes and cover, at an extra cost, to cover the open-top cargo area at the rear. Similarly to all other Mini models, a 998cc option was available from 1967, with the release of the Mark II version Mini. When it was taken off of the production line in 1969 only 58,179 Mini Pick-ups had been made, almost ten times less than the Mini Van, which was available for a similar length of time. Despite this, both are still sold up until 1983.
A photo of an early Mark I version of the Austin and Morris Mini Pick-up Source: www.virginmedia.com
66 / A Mini Life / The Mini Countryman / Traveller / Van / Pickup
Austin and Morris Mini Pick-up 1961 - 1969 Specifications Engine Dimensions BMC A-series, 4 cylinder in-line, 8 overhead valves. Wheelbase: 84.25in 998cc available from 1967 Track Front: 48.2in Track Rear: 46.2in Type: spark-ignition Overall Length: 130.2in Displacement: 848cc Overall Width: 55.5in Bore: 63mm Overall Height: 53.5in Stroke: 68.3mm Ground Clearance: 6in Compression: 8.3 - 1 Kerb Weight: 12.22 cwt Valves: 2 per cylinder Fuel Tank: 6.5 gals Carburettors: single SU HS2 Load Capacity: 26.75cu ft Power Output: 37 bhp, 5500 rpm Transmission Performance 4-speed manual, synchromesh on top 3 gears, Top Speed: Front Wheel-drive. 69mph 0-60mph: 33.8 seconds Fuel Consumption: 38mpg Brakes Hydraulic, front drum, rear drum.
67 / A Mini Life / The Mini Countryman / Traveller / Van / Pickup
Wheels 4 stud, 10in, pressed steel, cross-ply tyres. Construction Pressed steel monocoque. Steering Rack & Pinion. Suspension Front & Rear, rubber cone, telescopic shock absorbers.
Most People in a Mini The record for the most amount of people to fit into a classic Mini at one time is 21. The record was set by Malaysian students and two of them were in the boot.
68 / A Mini Life /
69 / A Mini Life /
THE
AUSTIN
MORRIS MK I + II MINI
COOPER & COOPER S
70 / A Mini Life /
Upon the Mini’s release, a close friend of Issigonis, John Cooper, who was the owner of Cooper Car Company, saw the potential of the Mini for compitition. Cooper, who was a designer of Formula One and Rally Cars appealed to the management of bmc, who also saw the potential of the car and quickly put an initially reluctant Alec Issigonis and John Cooper to work on creating a nimble, economical performance Mini. The original 848cc engine found in the Mark I Mini was replaced by a larger 997cc version of bmc’s A-series engine, along with the introduction of a twin su carburettor, boosting the Mini’s horsepower to 55bhp.
71 / A Mini Life / The Mini Cooper and Cooper S
The Cooper also included a closerratio gearbox and front disc brakes, a feature that was not commonly seen on small front-wheel drive cars. The close ratio gearbox was coupled to a remote gearshift, for the first time in the production of the Mini. Despite both Austin and Morris versions of the Cooper being made, they were all produced at the plant in Longbridge. The only difference between the two models, besides the badge on the car, was the grille, The Austin’s grille featured eleven horizontal bars, while the Morris had only seven.
The original Austin Mini Cooper prototype Source: www.aronline.co.uk
72 / A Mini Life / The Mini Cooper and Cooper S
1 Homologation, in motorsports, is the approval process a vehicle, race track or standardised part must go through to race in a given league or series.
John Cooper had first got his hands on an original 34 bhp Mini 850 when it was launched in 1959. At the time the Cooper team was on the verge of winning the Formula One world championship with it’s revolutionary performance racing car designs. Before even approaching bmc to suggest the idea of a ‘hot Mini’ John Cooper created a prototype to demonstrate the Mini’s competition potential. Being a close friend of Cooper, Issigonis was the first person he approached with his prototype and idea for a performance Mini, however Issigonis initially rejected the idea on the terms that he believed the Mini should be a car for the people.
73 / A Mini Life / The Mini Cooper and Cooper S
John Cooper did not let this deter him though, and went to the managing board of bmc with his idea. After test driving his prototype, they gave the go ahead to create a thousand Mini Coopers for homologation1 reasons. George Harriman, bmc’s managing director is said to have offered John Cooper a £2 royalty on each car sold as an Austin or Morris Mini Cooper, allowing the production of the Mini Cooper for the general public. It is also mentioned that part of the deal was that bmc would back the Cooper Car Company as it’s official saloon car racing team.
A press photo of a Mark I Austin Mini Cooper, 1962 Source: www.malaysiaminilover.com
74 / A Mini Life / The Mini Cooper and Cooper S
“I come here once a fortnight and wind Issigonis up!” John Cooper
In 1964 they replaced the 997cc engine with a shorter stroke 998cc version and sold at the same price of £679 as the original 997cc unit the Cooper was launced with. The 998cc engine unit was also used in the Mark II version of the Cooper, which was released in 1967. However only 16,000 Mark II Coopers were ever made. The production of the Cooper stopped around the same time as the company merged to form British Leyland, as it was apparently suggested that they did not want to pay John Cooper royalties for the use of his name. The name John Cooper did not appear on a Mini after this for almost 20 years.
75 / A Mini Life / The Mini Cooper and Cooper S
Eventhough British Leyland were no longer producing the Cooper for market in the uk, an Italian car company named Innocenti, licensed the Mini Cooper design in 1971, who started selling it as the Innocenti Mini Cooper 1300. The design was then also sold to Spanish car company Automoviles de Turismo Hispano-Ingleses in 1973, respectively named the Authi Mini Cooper 1300. In 1990, the John Cooper name was seen once again in the uk, under the mg Rover ownership era. It was released briefly during 1990 1991 as the Mini Cooper RSP (Rover Specialist Products) and although it produced slightly lower
performance than the 1960s version of the Cooper, it recieved enormous popularity. It was put into full production in late 1991 and from 1992 the new Coopers featured a fuel-injected version of the 1275cc engine unit. It also saw the introduction of a multi-point fuel injected engine in 1997 along with a handful of new safety improvements. Even by 1999 Mini Coopers accounted for half of all Minis that left the forecourt.
76 / A Mini Life / The Mini Cooper and Cooper S
A photo of the release of the RSP Mini Cooper, July 1990 Source: www.aronline.co.uk
77 / A Mini Life / The Mini Cooper and Cooper S
Austin and Morris Mark I Mini Cooper 1964 - 1967 Specifications Engine (9FA/9FD) Dimensions BMC A-series, 4 cylinder in-line, 8 overhead valves. Wheelbase: 80in Track Front: 48.2in Type: spark-ignition Track Rear: 45.9in Displacement: 998cc Overall Length: 120.25in Bore: 64.6mm Overall Width: 55.5in Stroke: 76.2mm Overall Height: 53in Compression: 9.1 - 1 Ground Clearance: 6in Valves: 2 per cylinder Kerb Weight: 12.5 cwt Carburettors: twin SU HS2 Fuel Tank: 5.5 gals Power Output: 55 bhp, 6000 rpm Transmission Performance 4-speed manual, synchromesh on top 3 gears, Top Speed: Front Wheel-drive. 90mph 0-60mph: 16.8 seconds Fuel Consumption: 32mpg Brakes Hydraulic, front disc, rear drum.
78 / A Mini Life / The Mini Cooper and Cooper S
Wheels 4 stud, 10in, pressed steel. Construction Pressed steel monocoque. Steering Rack & Pinion. Suspension Front & Rear, Hydrolastic Suspension system.
The inside view of a Morris Mini Cooper S, 1966 Source: www.fanpop.com
79 / A Mini Life / The Mini Cooper and Cooper S
A more powerful version of the Cooper, dubbed the Cooper ‘S’, was being developed at the same time, but was only later released in March 1963. This more powerful version of the Cooper featured a 1071cc engine, which in turn caled for larger servo assisted brakes than the standard Cooper model. Due to the larger brakes and more powerful engine, it was also fitted with ventilated steel wheels, which aided cooling. It also featured a speedometer that now went to 120mph. Alternate engine options were available from 1964, being offered with either a 970cc or 1275cc engine, however both featured the same body specifications as seen previously on the initial 1071cc
80 / A Mini Life / The Mini Cooper and Cooper S
version. The only differences apart from the engine size was that the 1275cc version came with a speedometer that went to 130 and 4.5 inch standard rims. Both models were fitted with the Hydrolastic suspension system towards the end of 1964, but all the ‘S’ Coopers were only available in single body colours. The Cooper ‘S’ was available until 1971, a year after the last standard Coopers were preduced, with 1,570 total Mark III Cooper S’ being produced. The Cooper S was launched at £695, just £16 more than the standard Cooper model. However when the 1275cc version was released the year after it’s launch, they charged £778 for it, a whole £85 more than the unsuccessful 970cc unit version.
Morris Cooper S, 1966 Source: www.fanpop.com
81 / A Mini Life / The Mini Cooper and Cooper S
Austin and Morris Mark I Mini Cooper S 1964 - 1967 Specifications Engine (12F) Dimensions BMC A-series, 4 cylinder in-line, 8 overhead valves. (970cc version Wheelbase: 80in also optional until 1965) Track Front: 48.4in Track Rear: 45.9in Type: spark-ignition Overall Length: 120.25in Displacement: 1275cc Overall Width: 55.5in Bore: 70.6mm Overall Height: 53in Stroke: 81.33mm Ground Clearance: 6in Compression: 9.75 - 1 Kerb Weight: 12.81 cwt Valves: 2 per cylinder Fuel Tank: 10.8 gals Carburettors: twin SU HS2 Power Output: 75 bhp, 5800 rpm Transmission 4-speed manual, Performance synchromesh on top 3 gears, Front Wheel-drive. Top Speed: 96mph 0-60mph: 11.2 seconds Brakes Fuel Consumption: 29mpg Hydraulic, front disc, rear drum.
82 / A Mini Life / The Mini Cooper and Cooper S
Wheels 4 stud, 10in, pressed steel, ventilated. Construction Pressed steel monocoque. Steering Rack & Pinion. Suspension Front & Rear, Hydrolastic Suspension system, Helper coil at rear.
Collecting Minis The Japanese have bought more Minis than any other country in the world, including the second and third ever registered Minis.
83 / A Mini Life /
AUSTIN MORRIS O 84 / A Mini Life /
WOLSELEY RILEY R 85 / A Mini Life /
A
MODERN DAY MINI
86 / A Mini Life /
This section is a collection of photos that represent a popular style within the modern Mini scene. Although no two Minis are ever the same, this rising trend in Mini styling pull together some similar ideas in order to bring a more modern appearance to a respectable classic car.
87 / A Mini Life / A Modern Day Mini
88 / A Mini Life /
By Jerbec http://www.flickr.com/ photos/jerbec/
89 / A Mini Life /
90 / A Mini Life /
By Wendigo_ http://www.flickr.com/ photos/wendigo/
91 / A Mini Life /
92 / A Mini Life /
By Kenjonbro http://www.flickr.com/ photos/kenjonbro/
93 / A Mini Life /
94 / A Mini Life /
By Friskierisky http://www.flickr.com/ photos/21031300@n02/
95 / A Mini Life /
96 / A Mini Life /
By Siim Teller http://www.flickr.com/ photos/teller/
97 / A Mini Life /
MINI
ND LA
MARK
1,000,000
98 / A Mini Life /
S
Sir Alec Issigonis at the release of the millionth Mini to be produced, 1965 Source: www.austinmemories.com
99 / A Mini Life / Mini Landmarks
MONTE CARLO MAGIC
100 / A Mini Life /
Timo M채kinen in his Mini Cooper, winning the 1965 Monte Carlo Rally Source: www.theitalianjob.com
101 / A Mini Life / Monte Carlo Magic
Paddy Hopkirk’s 1968 Monte Carlo Rally 5th Place Mini Cooper S Source: www.theitalianjob.com
102 / A Mini Life / Monte Carlo Magic
The Minis most well-known competitive display was it’s taking part in the Monte Carlo Rally from 1962 - 1968. It was here were the Cooper earned it’s acclaim with victories in 1964, 1965 and 1967. It also managed to finish first, second and third in the Monte Carlo Rally in 1966, but was disqualified by the French judges over a controversial decision relating to the use of a variable resistance headlamp dimming circuit. The Citroën DS was then awarded the trophy for finishing shortly behind the Mini, however the Citroën team also used an illegal white headlamp, but escaped disqualification.
103 / A Mini Life / Monte Carlo Magic
It is said that bmc’s competative department recieved more publicity then any of it’s victories. The Mini’s competative breakthrough was it’s first Monte Carlo win in 1964 when Paddy Hopkirk and Henry Liddon piloted Mini Cooper 1071S 33 EJB to victory. The car can now be seen at The Gaydon Museum of the British Motor Industry. It was regarded as a very popular victory, instantly catapulting both the drivers and car, to celebrity status and were given a heroes welcome home.
A press photo of the 1964 Monte Carlo Rally winning Mini Cooper and it’s trophies Source: www.theitalianjob.com
104 / A Mini Life / Monte Carlo Magic
1964 Monte Carlo Rally winning Mini Cooper 33 ejb on show at The Gaydon Museum of the British Motor Industry Source: www.theitalianjob.com
105 / A Mini Life / Monte Carlo Magic
MINIS
IN THE
V I E S M O
106 / A Mini Life /
During the lifetime of the Mini, it has starred in it’s fair share of blockbuster movies, ranging from the ever popular The Italian Job and the more recent The Bourne Identity. As well as featuring in a handful of movies, it has also appeared on the small screen, appearing in Mr Bean. This next section is a closer look at the Mini’s life and roles on screen and why it was the vehicle of choice.
107 / A Mini Life / Minis in the Movies
THE ITALIAN JOB HMP
GDF LGW
108 / A Mini Life /
Red Cooper S hmp 729g Source: www.theitalianjob.com
White Cooper S gpf 146g Source: www.theitalianjob.com
Blue Cooper S lgw 809g Source: www.theitalianjob.com
109 / A Mini Life / Minis in the Movies / The Italian Job
In 1969, The Italian Job was released in cinemas around the uk, and although at first it wasn’t a huge hit with the critics, it went on to later become a cult film. It is arguable that this is due to the three Mini Coopers featured in the classic car chase scene towards the end of the film. Although the production crew purchased a number of Minis for the film, it was a specific three that were used in the actual filming, registered; hmp 729g, gpf 146g and lgw 809g. They were all Mark I Austin Mini Cooper S’s, painted in red, white and blue.
Unlike most modern cars featured in films, all of the minis used were surprisingly hardly modified. It is quite common for cars in movies to be heavily modified in order to perform the stunts needed. Due to the racing breed of the Cooper, the little cars were tough enough to cope with all of the strains of stunt driving. with only the addition of a three point rollcage and the removal of the back seats. There is debate over bmc’s involvement in the making of the film. Michael Caine has gone on record saying that apparently bmc refused to help with production. However, several employees working at bmc at the time of the film claim that bmc did in fact help
by preparing, to their knowledge, at least one custom Mini fitted with a bmc 1800cc B-series engine from a ‘Landcrab’. This was to aid with climbing steep terrain such as stairs, as the standardly equipped Minis lacked sufficient torque. To this day, it is uncertain as to what happened to the surviving Minis that were used in the film. Ken Morris, who was one of the last crew members to leave the set in Turin, recalls leaving six surviving Minis and thirty sets of Mag wheels in a lock-up they were using before heading back to the uk. He has stated that as far as he knows, neither Paramount or the production company returned to collect them.
110 / A Mini Life / Minis in the Movies / The Italian Job
A scene from The Italian Job (1969), were gold is loaded into three Mini Cooper S’s Source: www.wordpress.com
111 / A Mini Life / Minis in the Movies / The Italian Job
T H E
BOURNE I D E N TI TY
112 / A Mini Life /
A scene from The Bourne Identity (2002), The Mini Cooper used to escape pursuers Source: www.imcdb.org
There is a key scene in The Bourne Identity were Matt Damon races through back alleys in a Mark I Mini Cooper to escape his pursuers. The Mini was a perfect choice for this scene for a number of reasons. It was the car of choice for several classic spy movies around the time the Mini was released in the 60s and 70s as well. The director felt that the Cooper was a good choice as it was a very basic people’s car that could be found in Europe, the Bourne character would have to use his head to get away, he wouldn’t have the gadget riddled Aston Martin that 113 / A Mini Life / Minis in the Movies / The Bourne Identity
James Bond would have at his disposal. However, unlike The Italian Job, the Mini used in The Bourne Identity was put through it’s paces to a much heavier extent. Although Minis might be quite tough, the torture that Bourne was putting them through quickly burned through four of the five Minis they had bought to shoot the film, with only the one remaining Cooper left at the end and is now on display in the Universal Studios Hollywood Theme Park.
MR BEAN
114 / A Mini Life /
As well as featuring in many well known movies, the Mini has also appeared on television, most recognizably in Mr Bean. The Mini that Mr Bean owned was a 1985 Lime green Mark VI Mini 1000 with a black bonnet amongst other unique features. It quickly became a widely recognized and popular car on t.v, and was very much part of the plot line in a number of episodes. One memorable moment saw Mr Bean piloting the Mini whilst sitting in an armchair strapped to the roof of the car, using a brick and a mop to control the pedals. A not so well-known fact is that Mr Bean’s car was infact originally a 1969 orange Mark II Morris Mini,
115 / A Mini Life / Minis in the Movies / Mr Bean
which appeared in the very first episode, but was unfortunately crashed off-set after the filming was done and was therefore needed to be replaced. One of his Mini’s key features was it’s door that was fitted with a boltlatch and padlock for added security reasons. His steering wheel was also removable, a feature that formed a sort of running joke throughout the series, cropping up in a number of story lines, including deterring a car thief. The Mini is now currently on display at the Cars of the Star Motor Museum in Keswick, North England.
Mr Bean’s 1985 Mark VI British Leyland Mini 1000 Source: www.mrbean.wikia.com
116 / A Mini Life / Minis in the Movies / Mr Bean
MINI
ND LA
MARK
2,000,000
117 / A Mini Life /
S
George Turnbull and Alec Issigonis with the 2,000,000th Mini to ever be produced, 1969 Source: www.austinmemories.com
118 / A Mini Life / Mini Landmarks
All The Minis In The World If you parked all the Minis ever made end to end, the line would stretch from London to Sydney, over 10,000 miles, a long distance for a car that’s only ten feet long.
119 / A Mini Life /
120 / A Mini Life /
121 / A Mini Life /
THE
WOLSELEY HORNET ELF
RILEY
122 / A Mini Life /
In October 1961, bmc announce two varients of the Mini theme, the Wolseley Hornet and Riley Elf, the Riley being the more upmarket version of the two. This would be the the first of two attempts at extending the Mini concept, the second being the Clubman several years later. The Wolseley and Riley were classed as the more luxurious version of the Mini, aimed at those that were interested and intrigued by the idea of the Mini, but felt offended by the name of Austin and Morris. Both the Wolseley and Elf had longer rear wings that had slight fins, this longer back also resulted in there being more boot space.
123 / A Mini Life / The Wolseley Hornet and Riley Elf
Both models featured a different grille to the standard Mini design, employing Wolseley and Riley’s traditional upright grille design. This full-depth radiator grille along with other front-end treatments, meant that under-bonnet access was improved compared to the design of the standard Mini item. The Elf and Hornet included many other features that were considered exclusive to their design including; additional chrome accents, bumper overriders and larger-diameter chrome hubcaps. The only difference between the two cars was the more luxurious dashboard that came in the Elf. This idea for a better dashboard came from Christopher Milner, who was the Sales Manager for Riley and resulted in the Riley Elf being sold as a more luxurious version than it’s Wolseley counterpart.
A Mark III Riley Elf with concealed door hinges, 1966 Source: www.motoringfile.com
124 / A Mini Life / The Wolseley Hornet and Riley Elf
The Hornet and Elf were first released with a 848cc engine unit in the standard Mark I version. However, a year later, the Mark II version was released featuring a 998cc engine with a single su carburettor also seen in Cooper’s version of the Mini, which would eventually become the mainstream unit. When the Mark III version was released in 1966, it received a facelift with the addition of wind-up windows, fresh-air fascia vents and concealed door hinges, something that didn’t appear on the mainstream Minis for another two years. It was suggested that the Elf and Hornet were sort of a miniturized Jaguar or Rover and were shamelessly aimed at women.
“The Wolseley Hornet and Riley Elf are awful reminders of what happened when every BMC dealer and marque manager demanded his version of the Mini” Jeff Daniels
125 / A Mini Life / The Wolseley Hornet and Riley Elf
The rear view of a Mark I Wolseley Hornet, 1961 Source: www.aronline.co.uk
126 / A Mini Life / The Wolseley Hornet and Riley Elf
Mark II Wolseley Hornet and Rilet Elf 1963 - 1966 Specifications Engine (9wr,99h) Dimensions BMC A-series, 4 cylinder in-line, 8 overhead valves. Wheelbase: 80in Track: 47.5in Type: spark-ignition Overall Length: 128.8in Displacement: 998cc Overall Width: 55in Bore: 64.6mm Overall Height: 53in Stroke: 76.2mm Ground Clearance: 6in Compression: 8.3 - 1 Kerb Weight: 13 cwt Valves: 2 per cylinder Fuel Tank: 5.5 gals Carburettors: SU HS2 Power Output: 38 bhp, 5250 rpm Transmission 4-speed manual, Performance synchromesh on top 3 gears, Front Wheel-drive. Top Speed: Automatic available from 1967 77mph 0-60mph: 24.1 seconds Fuel Consumption: 35.7mpg Brakes Hydraulic, front drum, rear drum.
127 / A Mini Life / The Wolseley Hornet and Riley Elf
Wheels 4 stud, 10in, pressed steel, crossply or radial tyres Construction Pressed steel monocoque. Steering Rack & Pinion. Suspension Front & Rear rubber cone, (Hydrolastic from 1964), Telescopic dampers.
THE
MINI MOKE
128 / A Mini Life /
The Mini Moke was first put into production in January 1964, but was only later available in August. It was intended to be a utility vehicle for the British Army and although it showed good performance over a varied range of terrain, the military declined the use of it due to it’s lack of ground clearance. It was called the Moke, because it was British slang for Donkey, or workhorse. The Moke had first made it’s appearance the previous year during a presentation to the press, made by Sir Alec Issigonis, demonstrating the potential of the twin-engined prototype and amongst those witnessing the demonstration was Norman Wisdom.
129 / A Mini Life / The Mini Moke
The Moke was also reported as going through trials with the us army too, but was similarly turned down for reasons relating to the ground clearance. Although originally intended for use in the army, the Moke did enjoy some popularity among the general public, however mostly off the back of the Mini, as it was deemed as a ‘cult’ vehicle. Despite almost 15,000 Mokes being produced at Longbridge, the majority were exported to much sunnier countries were it would be of more use, navigating back roads and beaches as well as golf courses. Even after it finished production in the uk it was still being produced in Australia and Portugal. It received most of it’s publicity out of the popular television series ‘The Prisoner’. bmc announced a Mark II version in 1967, which was now available in two colours, Spruce Green or Snowberry White. The passanger side wiper was now a standard feature. With the release of the Mark II version of the Moke, bmc made an attempt to grab the interest of the Navy, but like with the Army, nothing came of it. Failing to gain the interest of both the us and British armies as well as the Navy, bmc stopped production of the Moke in the uk in 1968.
Promotional shot of an Austin Mini Moke, 1965 Source: www.prewarcar.com
130 / A Mini Life / The Mini Moke
Austin Mini Moke 1964 - 1968 Specifications Engine (8mb) BMC A-series, 4 cylinder in-line, 8 overhead valves. Twin-engined Moke also available. Type: Displacement: Bore: Stroke: Compression: Valves: Carburettors: Power Output: Performance
spark-ignition 848cc 63mm 68.3mm 8.3 - 1 2 per cylinder SU HS2 34 bhp, 5500 rpm
Top Speed: 65mph 0-60mph: 21.8 seconds Fuel Consumption: 33mpg
131 / A Mini Life / The Mini Moke
Dimensions Wheelbase: 79.9in Track Front: 48.2in Track Rear: 46.2in Overall Length: 120in Overall Width: 51.5in Overall Height: 56in Ground Clearance: 6in Kerb Weight: 10.5 cwt Fuel Tank: 6.25 gals Transmission 4-speed manual, synchromesh on top 3 gears, Front Wheel-drive. Four Wheel-drive also available. Brakes Hydraulic, front drum, rear drum.
Wheels 4 stud, 10in, pressed steel, crossply tyres. Construction Pressed steel monocoque. Steering Rack & Pinion. Suspension Front & Rear rubber cone, Telescopic dampers.
MINI
ND LA
MARK
4,000,000
132 / A Mini Life /
S
Sue Cuff posing with a British Leyland Mini Clubman, the 4,000,000th Mini to come off the production line, 1976 Source: www.austinmemories.com
133 / A Mini Life / Mini Landmarks
PROFILE
COLIN CHAPMAN
134 / A Mini Life /
This section is a more personal outlook on the Mini from someone who has spent the majority of their life both living with them and working with them. I know Colin Chapman through my parents, he has always been our port of call whenever anything went wrong with our Mini, the go-to guy whenever you had a Mini-related query or problem and is still today, responsible for keeping my beloved Mini on the road. He has fixed my it more times than I can remember, carrying out jobs ranging from repairing bodywork to replacing and installing virtually every engine component under the bonnet.
135 / A Mini Life / Profile: Colin Chapman
Going from five years idle in the garage to being an everyday car took a huge strain on my 1275gt and if it hadn’t of been for Colin, it wouldn’t of been on the road half as much as it was. For me, one of the most impressive jobs I remember Colin doing was when I crashed my Mini. I had done extensive damage to the passenger side, completely crushing the wing, smashing the headlight and twisting the bonnet and grille amongst other things. I got it back a week later, looking better than it did before the crash. The brand new wing had been blended seemlessly into the rest of the body, the bonnet
Colin’s 1961 Mark I Morris Mini The oldest registered Mini in Lancashire Taken with a Nikon d40, 35mm lens
136 / A Mini Life / Profile: Colin Chapman
had been untwisted and he had fashioned a new grille out of two half decent spares that I had lying around. It’s safe to say I was impressed with how it turned out. As well as spending a lot of his time working on them, Colin has also owned his fair amount of Minis and is currently the proud owner of the oldest registered Mini in Lancashire. With a stockpile of knowledge and a wealth of experience, Colin was the one I knew I needed to give a good brain picking and he was more than happy to talk.
137 / A Mini Life / Profile: Colin Chapman
Mini shell sitting in the middle of Colin Chapman’s garage in Hesketh Bank Taken with a Nikon d40, 35mm lens
138 / A Mini Life /
139 / A Mini Life /
This Q & A section is a condensed version of a conversation that took place between me and Colin. The conversation was originally recorded before being transferred into text form. This conversation took place on 27/04/2011
How long have you been working with Minis? Since I served my time really, The British Leyland era, I was 15 at the time when I first started working with them. The first Mini I owned was a Mini Van, I payed about £25 for that. What was I on then… I will of been on about 3… no, just less then £4 a week and i payed 25 for the Van so you can see how dear it was. The Mark I Morris Mini you have, how long have you owned it? I got that roughly about 8 years ago and that was in pieces, an old chap in Ormskirk had completely stripped it. It probably had the wheels and the engine back in it when I got it and the rest was in boxes. It’s actually supposed to be the oldest Mini in lancashire still on the road. When you first started working on Minis, was it solely mechanical work you carried out or did you work on bodywork as well? Mechanical, I didn’t like bodywork, I never liked bodywork... I got into bodywork. I had done everything else on them apart from the bodywork and I thought I would have a go at it and it just went from there really. You have a go at welding, have a go at filling, teach yourself how to weld, gas welding, mig welding. You just pick it up over a couple of years, on and out of it, some your mending, some your not, some your scrapping. Scrapping them helps, take ‘em to bits and put them back together again and you know what your doing. What you didn’t know you went and watched someone do it or you asked someone how to do it and then you would have a go yourself.
140 / A Mini Life / Interview: Colin Chapman
Do you have any particular memories of working on Minis that have stayed with you? Not really, you just do them I mean it’s a job to me. Well it started out as a hobby but it’s turned into work. I can’t really say… it’s been a business for me, what comes in I mend and then it goes out again and you forget about it, it’s gone. When people ask ‘oh you remember that job you did 6 months ago…’ and they expect you to be like ‘oh yer I remember that one’, but you work on so many since then that no particular job sticks in your mind. Are there any jobs that you have been particularly proud of how it’s turned out? I’m proud of that one (pointing to his 1961 Mark I Morris Mini) because it’s the oldest. It causes so much stir where ever you go because it’s so old and because everybody has had one. You go to the shop and when you come out somebody has got a story to tell you, I’ve heard so many stories, ‘My dad had one of those’ or ‘I learned to drive in one of those’ or ‘I had the worst crash in one of those’, ‘I had one of those and it was forever breaking down’, well they all break down, that one breaks down (pointing to his Mini again). You spend a lot of money on them and they still break down. They are just cars, you fix ‘em back up and get back on the road again.
141 / A Mini Life / Interview: Colin Chapman
How many Minis have you owned over the years? Erm… that’s a good one, because I don’t really know, I brought 5 with me when I came here, all in different stages, but I don’t have any of the original 5 anymore. The last one I had I sold to a mechanic, green with a white top, which I still see now and then. I’ve had every one, I had the pick-up but it was rotten. I’ve never had an ‘S’… and I’ve never had a countryman, the old woody. I had the estate, the Cooper, oh the Moke I didn’t have, Mini Minor, the 1000, Mark I, II, III, IV, 3 Vans and umpteen cars I wouldn’t know how many. I had the Clubman estate but not the saloon… oh wait yes I have, I had a black Clubman saloon, that reminds me I have a photo of that somewhere. I’ve never had the 1275gt though. I would love a Cooper S, an original Cooper S, that’s the one to have.
142 / A Mini Life / Interview: Colin Chapman
So what is it about the Mini that keeps making you get one? Well like I said, it’s what I served my time with, these, 1100’s, 1800’s, any of the old British Leyland stuff, it’s all quite similar or either a bit bigger or turned the other way. All the engine is the same, all of the suspension is the same. I don’t really know anything else, the others I have fallen into. If you can mend a Mini then you can mend most things… as long as it’s not electric, that’s why I don’t like electric. Is there any Mini you have had in the past that has stood out from the others you have owned, do you have a favourite? Probably the very first, the Mini Van. That was a 1960 Mini Van ‘xte’ I remember, my first introduction to the Mini. We used to take it to pieces and put it back together again, used to paint it a different colour every weekend ha.
Do you think you will own many more Minis in the future? Maybe, maybe. I’d really want an ‘S’ or to build a rally car, like this (pointing to an immaculate Mini sitting in his yard), but not as posh, and just make it go like stink! I have a full race 850 engine, anything with an A-series engine it would take on, it used to flip Coopers, the valves are that big we had to cut a piece out of the block. For you, what is the Mini’s greatest attribute? The handling. You can’t throw any other car around like you can throw a Mini around.
143 / A Mini Life / Interview: Colin Chapman
THE
MINI 1275gt
estate
CLUBMAN
144 / A Mini Life /
In 1969 there was another attempt at extending the Mini concept, this time coming in the form of the Clubman and under the ownership of British Leyland. The new facelift was designed by stylist Roy Haynes, who had previously worked for companies including Ford. They named this restyled version the Clubman and it's most prominent feature was it new squarer looking front end. The Clubman was intended to be the replacement for the upmarket Wolseley and Riley, with production ceasing the same year of the Clubman's release. An estate version was also released alongside the saloon as well as a new model dubbed the '1275gt', which
145 / A Mini Life / The Mini Clubman / Clubman Estate / 1275gt
replaced the 998cc Mini Cooper and ran alongside Cooper S for two years until the S ceased production in 1971. The Estate version also continued where the Countryman and Traveller left off. The Clubman model was the first to feature the new Mark III style, including concealed door hinges and wind up windows as standard. All other models still featured the Mark II body until the end of the year. For the first year until 1970, the Clubman models were fitted with the hydrolastic system. All models, including the Clubman were then fitted with the rubber cone suspension system after 1970.
Although the Clubman and 1275gt got off to a slow start due to many production changes, they were responsible for two motoring firsts. They were the first vehicles to feature a flexi printed-circuit board that went behind the dash instruments. This is something that is a universal feature nowadays, but at the time, it was seen as quite technically advanced. The 1275gt also came with the option of run-flat tyres, something that hadn't been offered on a car before. The run-flat Dunlop Denovo tyres were offered from 1974 and although they were a useful safety feature, many 1275gt buyers didn't like the increased road noise and poor grip of the tyres.
The 1275gt is quite often incorrectly referred to as the Mini Clubman 1275gt, despite the official name always being the 'Mini 1275gt'. Although it shared many similar features to the standard Clubman model, it was seen as a completely separate model. For the first five years of the 1275gt's life, it came with 10 inch Rostye wheels with cross-ply tyres and eventually radial tyres by 1973. The design of this steel wheel was very popular at the time and featured on many other top selling cars of the era. In 1971, the Cooper S was discontinued, leaving the 1275gt the only sporting Mini available to buy for the rest of the decade.
146 / A Mini Life / The Mini Clubman / Clubman Estate / 1275gt
Promotional Ad shot of a Mini Clubman, 1970 Source: www.motoringfile.com
147 / A Mini Life / The Mini Clubman / Clubman Estate / 1275gt
A photo of my father's 1979 Mini 1275gt Taken with a Nikon d40, 35mm lens
148 / A Mini Life / The Mini Clubman / Clubman Estate / 1275gt
Althought the 1275gt was not as quick as the 1275cc Mini Cooper S, it was much cheaper to buy, run and also insure. The 1275gt was also the first Mini to feature a tachometer (rev-counter) as well as a standard-fit close-ratio gearbox. Due to the cheap tuning nature of the 1275cc A-series engine and the prominent door stripes, the Mini 1275gt developed a reputation of being the 'boy racer special'. Due to the long-nose design of the Clubman and 1275gt , they had better crash safety and far better under-bonnet access. However they were more expensive to buy than the standard 'round-nose' styled mini and because of aerodynamical issues, they were slower than the 1275cc Coopers. Production of the Clubman and 1275gt ended in 1980 and replaced with the Austin Metro. During it's production run 275,583 Clubman saloons had been produced, alongside 197,606 Clubman estates and only 110,673 1275gts. Without counting the modernised version of the Mini Cooper produced by Rover and a number of limited edition versions of the standard Mini design, this was the last of the Mini variations.
149 / A Mini Life / The Mini Clubman / Clubman Estate / 1275gt
Promotional Ad shot of a Mini Clubman Estate, 1970 Source: www.aronline.co.uk
150 / A Mini Life / The Mini Clubman / Clubman Estate / 1275gt
Mini 1275gt 1969 - 1980 Specifications Engine (12h) BMC A-series, 4 cylinder in-line, 8 overhead valves. Type: Displacement: Bore: Stroke: Compression: Valves: Carburettors: Power Output: Performance
spark-ignition 1275cc 70.6mm 81.33mm 8.8 - 1 2 per cylinder SU HS4 54 bhp, 5300 rpm
Top Speed: 86mph 0-60mph: 14.6 seconds Fuel Consumption: 35mpg
For Clubman and estate, refer to specifications for the standard Mini and estate version Dimensions Wheels 4 stud, 12in, Wheelbase: 80in pressed steel, Track: 48.2in run-flat Dunlop Overall Length: 124.6in Denovo optional Overall Width: 55.5in Overall Height: 53in Construction Ground Clearance: 6in Pressed steel Kerb Weight: 12.714 cwt monocoque. Fuel Tank: 7.5 gals Steering Transmission Rack & Pinion. 4-speed manual, synchromesh on top 3 gears, Suspension Front Wheel-drive. Front & Rear rubber cone, Brakes Hydraulic shock Hydraulic, front disc, absorbers rear drum.
151 / A Mini Life / The Mini Clubman / Clubman Estate / 1275gt
ROUND NOSE O (STANDARD) 152 / A Mini Life /
LONG NOSE R (CLUBMAN) 153 / A Mini Life /
154 / A Mini Life /
155 / A Mini Life /
MINI
ND LA
MARK
5,000,000
156 / A Mini Life /
S
A photo of Noel Edmonds seeing the five millionth Mini off the production line, 1986 Source: www.austinmemories.com
157 / A Mini Life / Mini Landmarks
END OF AN ERA
158 / A Mini Life /
On the 4th October 2000, the last ever Mini was produced, a red Cooper Sport, which marked the end of a 41 year production life. A production life that manufactured a total of 5,387,862 Minis. During the last year of it's production, there were only four versions of the Mini available: the Mini classic Seven, the Mini classic Cooper, the Mini classic Cooper Sport and in Europe, the Mini Knightsbridge. It was reported in March 2000 that Rover was suffering massive losses and the different companies under Rover's ownership were sold off to other Motor Companies including Phoenix and Ford. However bmw had retained the
159 / A Mini Life / End of an Era
Mini name, planning a new, more modern model of the Mini for the following year. Rover were granted temporary rights to the 'Mini' brand, allowing them to manufacture and sell the run-out model of the old Mini, who's production went on for a further seven months. After the last production Minis had been sold, the ownership of the 'Mini' name reverted back to bmw. Although the 'Mini' name still exists through the newer model produced by bmw, many Mini enthusiasts do not consider it as a 'true' Mini. The 4-cylinder transverse mounted engine is still retained, but it is technically unrelated to the old Mini, it is seen as totally separate.
A Mini Cooper Sport, the last ever Mini to come off the production line, 4th October 2000 Source: www.aronline.co.uk
160 / A Mini Life / End of an Era
A modern day BMW Mini Cooper S, Source: www.minicooperpic.com
161 / A Mini Life / End of an Era
MINI
MO D E L S
162 / A Mini Life /
List of Mini badges Austin Mini Austin Partner Austin Se7en (Seven) Austin 850 Authi Mini BMC Mini Innocenti Mini Leyland Mini
163 / A Mini Life / Mini Models
MG Mini Morris Mascot Morris Mini Minor Morris 850 Riley Elf Rover Mini Wolseley Hornet
List of Mini models Mini Clubman Mini Clubman Estate Mini Cooper Mini Cooper S Mini Countryman Mini Mark I, II, III, IV, V, VI & VII
164 / A Mini Life / Mini Models
Mini Moke Mini Pickup Mini Traveller Mini Van Mini 1275gt
List of Mini limited editions Mini 100 sle Mini Advantage Mini British Open Classic Mini Cabrio Mini Checkmate Mini Chelsea Mini Classic Cooper Mini Classic Cooper Sport Mini Classic Seven Mini Cooper Sport LE Mini Cooper Monte Carlo Mini Designer Mini Equinox Mini Flame Mini Flame Red Mini Italian Job Mini Jet Black
165 / A Mini Life / Mini Models
Mini John Cooper LE Mini Mayfair Mini Neon Mini Park Lane Mini Paul Smith Mini Piccadilly Mini Racing Mini Racing Green Mini Red Hot Mini Rio Mini Ritz Mini Rose Mini Sidewalk Mini Sky Mini Sprite Mini Tahiti RSP Mini Cooper
FAMOUS MINI OWNERS
166 / A Mini Life /
List of a number of famous Mini owners The Beatles Mark Bolan Brigitte Bardot Mick Jagger Britt Ekland Nikki Lauda Cliff Richard Noel Gallagher Clint Eastwood Norman Wisdom Damon Hill Paul Newman David Bowie Shirley Bassey Eddie Izzard Steve McQueen Eddie Van Halen Stirling Moss Enzo Ferrari Tom Hanks Jackie Stewart Twiggy Jeffrey Archer
167 / A Mini Life / Famous Mini Owners
OLD MINI O 168 / A Mini Life /
NEW MINI R 169 / A Mini Life /
ION
CONCLUS
170 / A Mini Life /
The big question about the Mini is how did it turn out to be so successful? It was vastly different from anything at the time and many said that Issigonis was crazy when he first came up with the idea for the Mini, so what made it take off? There must of been a successful element in the Mini's formula to help it survive 41 years in production, it is something that all Mini owners know, something that you can only understand once you have been behind the wheel of one.
171 / A Mini Life / Conclusion
The main reason for why so many people loved the Mini, was the amount of fun they had driving it, the way they could throw it around, it offered sports car handling that came in a budget car, something everybody could afford. That, paired with a revolutionary transverse engine front-wheel-drive design, made it one of the most successful cars in the history of the British Motor Industry, awarding the Mini it's well deserved Icon status.
Josh Sherwood is a Graphic Designer by trade and is not in the slightest bit a self-confessed writer. However he welcomes criticisms and feedback with open arms, so don't hesitate to contact him. This is A Mini Life, the first and possibly not last book written and designed by Josh Sherwood. Email josh@dpov.co.uk Twitter @imaslowlearner
Typeset in Archer & Verlag Paper: Fedrigoni Freelife Cento Printed in the United Kingdom
172 / A Mini Life /