The Mini was introduced 50 years ago in Britain, while here in NZ we saw it first in February 1960. The saloons and performance models are recognised as all-time classics, but let’s look this time round at some of the less common Mini varieties — just as much fun, but perhaps even more collectable than the everyday saloon or Clubman.
Automatic
A real rarity these days, even in Britain where many more were sold than the trickle that came into NZ, the four-speed AP automatic transmission in the Mini automatic was an advanced unit for its time. It was announced in late 1965, and came into full production some while later in 1966. NZ assembly took place in 1969. In the UK it remained an option on the Mini and Clubman models, though not Coopers, right through to 1996. Australian models entered production in January 1968, labelled the Mini-Matic — our picture shows this car. NZ imports (in limited numbers) began in 1967.
Full automatic operation, and the alternative of full manual selection control of all gears, were the selling points of this transmission. It was a technical tour-de-force actually, as the gear train plus a torque converter had to be crammed into the engine sump. Heat build-up in the sump’s confined space was a problem, probably the main reason why the transmission was only available with 848 or 998cc motors, though four experimental Cooper S were kitted out with the auto ’box — Chris Amon used one for a while. Performance was only a little down on the manual, though fuel consumption took quite a hit.
Estate Car
The Austin Countryman/Morris Mini Traveller models were based on the Mini van chassis, with its 102mm longer wheelbase. They 
were introduced in September 1960 (UK market) but did not arrive in NZ until 1962 — they were all built-up units, with none locally assembled. They weighed slightly more than the saloons, so performance was down a bit, but the extra carrying capacity was quite a plus point. The rear ride height is set slightly higher on these cars than the saloons. All models retained rubber cone suspension. Early UK models were in ‘woody’ style, but from 1962 some UK and most NZ market cars came without the wood strips, which were just glued on, and not in any way structural.
The MkII estates with the 998cc motor go better, at little or no cost to economy, but these only became available from 1967, 848s just until then, and 998s only after. The MkII version was in production till 1969 (around 46,000 built), and was then replaced by the Clubman estate. All told, 108,000 Austin Countrymans and 99,000 Morris Travellers were built. Not many were sold in NZ.
Van
The Mini van, introduced in February 1960 in Britain, had a longer wheelbase (by 102mm) than the saloon and always used dry suspension. Some enthusiastic drivers reckoned these factors helped it handle even better than the saloons, and it was also very 
light, so made good use of its limited power. It was always a small van in terms of carrying capacity, in terms of both size and payload (254kg) which affected its sales against more capacious rivals, though it was ideal for town use. Most of those rivals, however, could not compete with the Mini van as a dual-purpose weekend fun car. You could fit side windows to lighten the interior, when the car was bought for personal rather than business use.
This was a successful vehicle, particularly in Britain where it could be bought without sales tax, and over 520,000 were sold all up. There was no flash radiator grille on these models, just plain body-coloured metal with rows of slots to let the air in. It was available only with the 848cc motor until 1967, the 998cc engine was an option from 1967, and surprisingly, sales figures show the smaller engine sold better than the 998. For the last four years in Britain (1978 to 1982) it was known as the Mini 95.
NZ assembly and sales began in 1965 with the 848cc engine. The 998 model came on stream in 1974, though availability ceased only a year later in 1975. Aussie models began assembly in 1964, then with wind-up windows in 1965, and continued for many years, fitted at various times with 848, 998 or 1098cc motors, and then from 1971 they sold a Clubman-front mini-van, with 998 or 1098cc motor.
Pick-up
The pick-up was built on the same floorpan as the van, and like its sibling was compromised for commercial use by the small size of its load area, and low payload. Purchasers who could live with those limitations found it useful enough, and a plus factor (with the van also) was the low loading height of the load platform. With its small wheels and low ground clearance it was not greatly suited to rural use, though its fwd traction could come in handy at times.
Like the Mini van, this had a plain metal body-coloured slotted grille. Total production (1961-1983) amounted to just over 58,000. NZ dates and availability more or less paralleled the Mini van, but numbers sold over here were very limited. It was initially sold with the 848cc motor, while the 998 engine was an option from 1967, and soon outsold the small-engine version.
Moke
Another vehicle where small size turned out not to be an advantage for its designed use! BMC originally intended it for the military, but it did not meet the Army’s requirements with its small wheels, low ground clearance, and not enough payload.
BMC worked away at the design, fitting bigger 12-inch wheels, but it never really caught on as a commercial vehicle, though finally a niche market developed as a fun vehicle for beach, urban fashion or holiday use.
The design got passed on to Australia, where development continued, with 13-inch wheels and 998, 1098 or 1275cc motors, and sales carried on from 1966 to 1982. Finally production passed to Portugal, where assembly spluttered along from 1983 to 1989. 
Sales eventually topped 50,000.
NZ availability began in 1968, with UK (cheaper) and a few Aussie-built cars available in limited numbers.
Elf (and Hornet)
Badge engineering hit the Mini line-up with these two little cars, reworked in detail by long-time Austin stylist Dick Burzi with Riley and Wolseley upright radiator grilles up front, an upgraded interior and a small (but usefully larger) rear boot grafted on the rear. Critics panned them at the time, but in hindsight they got it wrong, as the up-market twins sold well, with combined sales just over 59,000. NZ saw only a few Hornets (I imported one from Britain myself!), but the Elf sold like hot cakes over here, and there has been a high survival rate — though recently large numbers have disappeared offshore.
Both cars went through three series, MkI with the 848cc motor, MkII with the 998cc motor and improved brakes — a much better car — and then MkIII (from late 1966 in NZ) with Hydrolastic suspenders, flush door hinges, and wind-up windows.
I always thought BMC missed some marketing tricks with the Riley Elf, which should have been sold with an optional Cooper 
engine (Riley had a long history of performance saloons), and the auto transmission too was curiously not offered on these two up-market models until late in 1967.
The Elf, and a smaller numbers of Hornets, were imported from 1961, fully built up, and from 1964 the MkII Riley Elf went into local assembly by Dominion Motors.
Australian Minis (Mini K)
A couple of good Minis reached us in limited numbers from Australia, where the Aussies worked up an interesting version of the basic Mini body shell, the Mini De Luxe, a 1965 Aussie upgrade of the standard Mini, selling in NZ with a single carb 998cc motor, and wind-up windows way ahead of UK models.
Better yet was its March 1969 replacement, the Mini K (K stood for Kangaroo), which incorporated around 80 per cent local Australian content in its build. The good trick with the K was the use of the long stroke 1098cc version of the A-series, as used in the ADO16 1100s.
Thirty-seven kilowatts (50hp) and strong torque made this little car into quite a vigorous performer, not far off a Cooper in 
on-the-road performance, with excellent top-gear flexibility.
Some came into NZ through 1969 and 1970, a more expensive alternative to the standard NZ fare of 850 or 1000 Minis, and the K briefly entered NZ assembly for a few months in 1971. It was replaced in August 1971 in Australia by the new Clubman models. It was kitted out with De Luxe specification, and a Mini K van reached production with a saloon-type grille and 1098cc motor. It was the last of the original short-front Minis to be built in Australia, which moved quickly into assembly of the longer-nose Clubman models.
Buying Notes
All Mini models are mechanically very similar, with technical improvements in most cases appearing simultaneously on all models. Models from late 1962 have usefully stronger gearboxes with better synchromesh, and the MkII models from 1967 (1968/9 in NZ) were better again with all synchro ’boxes.
Brakes were greatly improved from 1964 on, and the 998cc motor rather than the 848cc one (discontinued in NZ from 1974) gives useful power and torque bonuses to any model it’s used in, at almost no cost to economy. Hydrolastic suspension did give a better ride, but at some cost to handling precision, and now many years down the track the Hydrolastic system is difficult to get properly looked after — join your local Mini club, which will be able to advise who can handle this.
In Britain separate Austin and Morris Minis were sold till 1969, after which Mini was used as the brand name, though Austin was briefly in use again in the 1980s. In NZ we still used the Morris name until 1976.
Pre-purchase checks should include a check for CV joint wear — drive the car on full lock, and listen for clicking or, worse, knocking noises. It is less of a problem in later model cars. It can be fixed, but is not a cheap job. Check also for integrity of the rubber boots over the joints.
Under the bonnet, access for major jobs is not good, but ordinary servicing is not so bad. The old A-series engine is quite reliable (the 998cc probably the best of them) when kept well serviced, and will usually clock up over six-figure odometer readings between overhauls. Unleaded petrol is not too much of an issue with additive use, while hardened valve seats are a good idea at rebuild time.
Under the car, minor oil leaks are common. They can be fixed, but a drip tray will likely remain an important feature of your garage kit.
The transmission (clutch, gearbox and gear change) is not the best feature of Minis. There is likely to be minor judder and shunt on many examples, but if it’s really bad, try for another car, and likewise if gear selection is really gnarly! Transmission repairs are expensive. Worn synchro, worst on second gear, will show up on well-used cars. Transmission noise (frequently found) may turn 
out to be just the idler gear, which you can probably live with.
Minis with 10-inch wheels can wear tyres fairly quickly, but replacements are still available. Wear is less of a problem on 12-inch wheels, and once again new tyres are still around, but in both sizes it is now harder to find tyres off the shelf, though they are available to order.
Body rust is not too great an issue with the Mini, and most parts are still available from specialists — your local Mini club will know about the best places to go.
Specifications
Automatic Mini
Production: 1965/6-1996 in many different models, total n/a
Engine: 848/998cc ohv, four cylinder, 25/29kW (34/39bhp)
Performance: 848cc 0-80kph (50mph) 18.3 secs, top sp 113kph (70mph), 998cc n/a
Mini Estate
Production: 1961-’69 Austin Mini Countryman 108,000/Morris Mini Traveller 99,000
Engine: 848/998cc ohv, four cylinder, 25/28kW (34/38bhp)
Performance: 848cc 0-80kph (50mph) 21.1 secs, top sp 111kph (69mph),
998cc 0-80kph (50mph) 17.2 secs, top sp 121kph (75mph)
Mini Van
Production: 1960-’83, 521,000
Engine: 848/998cc ohv, four cylinder, 25/28kW (34/38bhp)
Performance: 848cc 0-80kph (50mph) 18.3 secs, top sp 119kph (74mph)
998cc 0-80kph (50mph) 17.2 secs, top sp 121kph (75mph)
Mini Pick-Up
Production: 1961-’83
Engine: 848/998cc ohv, four cylinder, 25/28kW (34/38bhp)
Performance: 848cc 0-80kph (50mph) 18.3 secs, top sp 117kph (73mph)
998cc 0-80kph (50mph) 17.2 secs, top sp 121kph (75mph)
Moke
Production: 1964-’89
Engine: 848/998/1098/1275cc ohv, four cylinder, power varies
Performance: Varies — 1098cc (1970) 0-80kph (50mph) 12.9 secs,
top sp 109kph (68mph)
Riley Elf and Wolseley Hornet
Production: 1961-’69, Riley 30,912/Wolseley 28,455
Engine: 848/998cc ohv, four cylinder, 25/28kW (34/38bhp)
Performance: 848cc 0-80kph (50mph) 18.3 secs, top sp 117kph (73mph)
998cc 0-80kph (50mph) 15.7 secs, top sp 124kph (77mph)
Australian Mini De Luxe/ Mini K
Production: 1963-’71, production n/a
Engine: 998/1098cc ohv, four cylinder 28/37kW (38/50bhp)
Performance: 998 0-80kph (50mph) 15.7 secs, top sp 129kph (80mph), 1098cc n/a
Words: David Cass
This article is from Classic Car issue 224. Click here to check it out.
