Classic Mini Cooper: Mk3 1275S, 1.3i, Works Mini Cooper S, Cooper S Mk2 998cc

Mini Cooper Cars

This guide features several classic Mini Coopers.

Mini Cooper Mk1 997cc

The Mini Cooper was introduced in 1961 and with a 997cc engine and 55bhp it offered a tremendous improvement in performance over the standard car. The two-tone Cooper was otherwise almost indistinguishable from the 850 model, with just the discreet badging and different grille giving the game away. The first of the fast Minis, it was capable of 85mph and 0-60mph in around 17 seconds. In January 1964 the 997cc Cooper was replaced by the 998cc version. Although only fractionally larger in capacity, the engine had been subtly reworked to more balanced proportion and this led to an improvement in torque and tractability.

Mini Cooper S Mk2 998cc

In 1967 the Cooper and Cooper S along with all other cars in the range received the heavier Mk II bodyshell. Changes were light, at the front the grille was redesigned with the top chrome strip being attached to the bonnet and the sides reshaped to give the car a more pleasing look. At the rear the bodyshell incorporated a larger light  cluster and a two inch wider rear window. In addition, the Mk2 solved some of the niggly problems associated with earlier models. The use of seat belts had been growing since legislation made their fitment compulsory, but once strapped in to a static belt it was difficult to reach the switches on the centre facia. Mk 2 modifications brought the switches three-inches nearer to the driver. Other definite improvements at the time were a smaller turning circle and twin leading shoe front brakes.

Cooper Car Co. Works Mini

Cooper ran a Works Team in the sixties with cards in the colours of the F1 team (British Racing Green with Snowberry White longitudinal stripes) with the legendary Cooper Car Co on the door tops, and driven by Sir John Whitmore, John Handley, John Rhodes and John Fitzpatrick, amongst others. Competing against other successful teams such as the Alexander and Broadspeed outfits, these thrilling green and white racers were a very familiar sight on the circuits during the 1960s. Later, of course, they were the inspiration for the new generation of Rover Mini Coopers. Towards the end of the 1960s, BMC tightened its belt and took the works-associated teams in-house. Cooper then ran an independent team of Minis in yellow and black racing colours.

Works Mini Cooper S

The Mini Cooper has been extremely successful in motor sport with Coopers and Cooper S enjoying overwhelming success in both racing and rallying – the 1275S won 23 rallies for the works between 1964 and 1969. The victories for the Coopers at Monte Carlo are perhaps the most widely acclaimed. In 1964 Paddy Hopkirk first won the great Monte Carlo, followed by another win in 1965 by Timo Makinen. In 1966 there was a disqualification from 1st place and in 1967 yet another victory was recorded. These were the greatest years for the Mini Cooper in competition and the Mini’s standing as a legend in its own lifetime was firmly secured.

Rover Mini Cooper 1.3i

The idea of bringing back the Mini Cooper came from a series of meetings between Rover and John Cooper and on the 10th July 1990 the Rover Special Products or RSP Commemorative Cooper was launched. Intended as a limited Commemorative edition of 1000 (plus 650 for Japan) the new model was inevitably closer to the standard Mini specification than the old Mini Coopers had been. The 1.3 litre unit form the MG Metro was used while the Minilite style wheels were borrowed from the Mini 30 model of 1989 along with most of the interior trim. Finished in a range of two-tone colour schemes, the Commemorative looked remarkably similar to its 1960s brethren and in performance terms was similar to the original 1275cc Cooper S.

Mini Cooper Mk3 1275S

In line with the ordinary Mini Saloons, the Cooper S received the MkIII bodyshell (with concealed door hinges originally introduced i November 1969) in March 1970. The performance and road-holding were still there and it retained hydrolastic suspension, but in terms of appearance the Mini Cooper S was watered down to such an extent that it now looked little different from any other Mini. The two-tone paintwork, a hallmark of the Cooper and Cooper S, had gone and only the obligatory right-hand petrol tank, ventilated wheels and Cooper S badge on the boot lid gave the game away. When the last Mk3 Cooper S rolled off the Longbridge production line in June 1971 it seemed that the Cooper legend was to retire into the history books but dramatically the Cooper was to be re-launched nearly twenty years later by Rover.

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Classic Ford Cortina Mk4 1976, 1977, 1978, 1979, 1980 ( MkIV )

Cortina Mk4 1976 – 1980

What is your favourite Ford Cortina car?

In September 1976 Ford introduced the more sophisticated and fashionable ’square-look’ for the Cortina Mk 4. The new Cortina design featured increased visibility courtesy of a larger glass area, a lower waistline and an aerodynamic integral front-spoiler. It inherited much of the outgoing Mk III Cortina’s dash layout. With firm control of the top-selling sopot, the Cortina continued to be improved with the addition of V6 power from a 2.3-litre engine available in GL, Ghia and S (for Sport) models.

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Mini Car Legends: Mini City E, Minvan, Mini Cooper S (Police), Mini 1275GT, Monte Carlo Mini

Legendary Mini Cars

What is your favourite mini car?

The Mini is the living classic, its production still going strong. When launched in 1959 it was bristling with innovations such as the transversely mounted engine to name but one, and was quite revolutionary in its concept. The first Minis were available as an Austin or a Morris, the official titles being “Austin 7″ or “Morris Mini Minor”, Differences between the two were slight and were mainly confined to cosmetics. These first Minis set the standard for years to come with outstanding fuel economy, returning in excess of 40mpg.

Mini Cooper Mk1

The Mini Cooper was introduced in 1961 and with a 997cc engine and 55bhp it offered a tremendous improvement in performance over the standard car. The two-tone Cooper was otherwise almost indistinguishable from the 850 model, with just the discreet badging and different grille giving the game away. The Mk 1 Cooper was capable of 85mph and 0-60mph in around 17 seconds. In January 1964 the 997cc Cooper was replaced by the 998cc version. Although only fractionally larger in capacity, the engine had been subtly reworked, to a more balanced proportion and this led to an improvement in torque and tractability.

Mini Countryman

The estate version of the Mini arrived in October 1960. It was based on the van but had side windows and saloon car furnishings and featured a wooden frame glued onto the outside of the bodywork behind the front door line. Similar in appearance to the popular Morris Minor Traveller, the Mini’s traditional framework was purely cosmetic, unlike the Morris Minor’s, which actually supported the body panels. It was insisted upon by BMC’s Sales Department at the time who reasoned that a Mini estate without woodwork would look too much like a van fitted with windows. The Morris version was called the Mini Traveller and the Austin version adopted the marque’s traditional Countryman title. Price when new was £623 including Purchase Tax.

Mini Cooper S Mk2

In 1967 the Cooper and Cooper S along with all other cars in the range received the heavier Mk II body-shell. Changes were light, at the front the grille was redesigned with the top chrome strip being attached to the bonnet at the sides reshaped to give the car a more pleasing look. At the rear the body-shell incorporated a lighter light cluster and a two-inch wider rear window. In addition, the Mk 2 solved some of the niggly problems associated with earlier models. The use of seat belts had been growing since legislation made their fitment compulsory, but once strapped into a static belt it was difficult to reach the switches on the centre facia. Mk2 modifications brought the switches three-inches nearer to the driver. Other definite improvements at the time were a smaller turning circle and twin leading shoe front brakes.

Works Mini Cooper S

In the years 1964-1967, between them the 1071S and 1275S won the Monte Carlo Rally three times officially and were disqualified (1966) from a fourth win. The 1275S won 23 international rallies for the works between its April 1964 Tulip-winning debut and September 1969’s assault on the Tour de France. Among the 1275 S-type’s results, it won Monte Carlo (twice); 1000 lakes (three times); Tulip (twice); Circuit of Ireland (three times); RAC (once); Austrian/Alpine (twice); Acropolis (once); Polish (twice); and Czechoslovakia (twice). The 1271S won the June 1963 Alpine and January 1964 Monte.

Mini 1275GT

In 1968 the introduction of the Clubman was an attempt by BL to give the Mini more status. Feeling was that a front end change would make the car look bigger and make the buyer feel he was getting more car for his money. In reality of course, he was not, as the Clubman had no more interior space and more importantly, no improvement in performance when compared to the original Minis of the same specification. The Clubman-fronted 1275GT was a replacement for the Mini Cooper in the early 1970s. For a short while the Cooper S and 1275 GT were produced alongside each other until the Cooper S was deleted in July 1971. The Clubman, in all its forms, continued until 1980 to be outlasted by the original Mini shape.

Mini Cooper S (Police)

In its heyday the Mini was used for a number of different applications not normally associated with the small family car. The use as a Police pursuit car was one of these.

Minvan

It was known from the beginning that a car with all its vital components at the front had great versatility for derivatives and within five months of the saloon’s launch the van was proudly announced. Initially offered with the 848cc engine, the 998cc option became available in 1967, which was the same year the AA dispensed with their motorcycle combinations to go under cover with AA Minivans. The Mini van was the ideal successor and not surprisingly became a regular and welcome sight for many motorists at the time. The Van lacked some of the niceties found on the saloons, such as the decorative grille, which helped in achieving the relatively low purchase price.

Mini City E

There can be few cars as practical and as versatile as the Mini. Its virtues of compactness and economy coupled with its eager engine, snappy gear-change and great manoeuvrability have made it one of the world’s best-loved small cars. The ability of the Mini to never look out of date with its surroundings is almost uncanny, especially since its basic shape has remained unchaged since 1959. Sir Alec Issigonis once said, “Stylists are employed to make things obsolescent .. like women’s clothes.. I design cars which cannot be obsolescent and there give value for money.” The Mini City E was the economy model at the time and epitomised the way Issigonis had envisaged the car 25 years earlier – a utility vehicle capable of getting people from A to B in comfort.

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Classic Ford Cortina Mk3 1970, 1971, 1972, 1973, 1974, 1975,1976

Cortina Mk3 1970 – 76

What is your favourite Ford Cortina car?

Given the ‘Detroit look’ by Head Engineer Harley Copp, the beautifully styled Mk 3 Cortina was appreciably bigger than the Mk 2. At launch, there were 2 and 4-door saloons, and a four-door estate in L and XL trims and featuring 1300 and 1600 overhead valve and 2-litre over head camshaft engines. GT and top-of-the-range GXL models were offered with 1600cc and 2 – litre engines. As proof of the total acceptance of the new Cortina, Ford sold a record 187,159 cars in 1972 alone. Eventually between 1970 and 1976, 1,126,559 Cortina Mk IIIs in all body styles were sold.

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Ford Cortina Mk2 1966, 1967, 1968, 1969, 1970

Cortina Mk2 1966 – 70

October 1966 gave first sight of the new Cortina. It offered crosp, clean almost European lines and a more powerful 1300cc engine complementing the 1500cc unit. Crossflow engines were available from August 1967. New safety features were strongly promoted – including door handles and switches that were designed to ‘break-away’ in an accident, child-proof locks on rear doors and dished steering wheels. Apart from the charismatic Lotus Cortina which was discontinued in 1970, the M II range will probably be best remembered for one particular model – the 1600E.

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Classic Mini Cars: Mini Cooper S Mk2, Austin Mini Saloon, Austin Seven Countryman, Austin Seven

Classic Mini Cars

What is your favourite Mini car?

Morris Mini Minor

The new Morris Mini Minor was almost exactly the same car as the Austin Seven ( or Austin Mini ), the only differences being the radiator grille, the colour schemes and the fact that it was built at Cowley rather than Longbridge, Super saloons available from 1961, key starts and Hydrolastic suspension from 1964.

Austin Seven

Launched to a dumb-founded motoring press in 1959, the Alec Issigonis designed Austin 7 and Morris Mini Minor introduced a whole new concept in car design. The new cars were more or less instantly referred to as the Mini and seemed to capture the mood of the swinging-sixties, they seemed also to break the class barriers that surrounded British cars in general, everybody wanted to drive a Mini.

Mini Cooper

As the first sporting Mini, the Cooper was recognisable by its grille of 11 horizontal bars, Super-type body trim, remote control gearshift and front disc brakes. Twin carburettor engine gives 55bhp, and with the original 997cc unit (up to 1964) a top speed of 85mph, with acceleration to match. Total production, to 1967 – 44,859.

Austin Seven Countryman

During the first eight years of production, the trim and badging of  BMC’s Mini was reshuffled from time to time. One interesting new variant, announced in late 1962, was the plain metal-bodied Countryman estate, offered as an option to the “country cottage” wood battened variety.

Wolseley Hornet

Introduced in 1961, the Hornet was basically a BMC Mini fitted with a lengthened box-shaped tail, a distinctive nose, and a more comprehensive trimmed interior. Except for its nose and badging, the Riley Elf was the same as this car. Both Wolseley and Riley versions were given a 998cc engine in 1963.

Austin Mini Saloon

From late-1964, the Hydrolastic suspension system, interconnected front to rear, took over from the rubber cone systems, but only on the saloons, while from late 1965 the new four-speed AP automatic transmission was offered as an option on saloons only. The Austin Super Mini had slightly better trim and a different grille from the ordinary deluxe models.

Austin Countryman

From 1960 the Mini range included an estate car version built on a longer chassis, which it shared with the mini van and mini pick-up. The model was badged as either the Austin Seven Countryman or the Morris Mini Traveller.

Mini Cooper S

The First of the Mini Cooper S types appeared in April, this being one step up from the Mini Cooper., with a special and more robust over-square version of the A-series engine, of 70bhp/1,077cc, and with larger disc brakes. This car was built with motor-sport in mind. Later in 1964 there would be other, even more specialized Cooper S models.

Mini-Moke

Following several years of previews, the Mini-Moke finally went on sale, badged as an Austin or a Morris and fitted with the standard Mini 850 engine, transmission and suspension units. Though based on the Mini’s layout, the open-top structure was unique, with four-seats, very low sides and no doors. A rudimentary hood was provided but there were no side curtains.

Mini Cooper S Mk2

The Mini Cooper caught the motoring world’s imagination during the Sixties, notching up many Rally victories at the highest levels. Many consider the Cooper S to be the ultimate Mini variant, it originally appeared in 1963 powered by the 1,071cc A-series engine, with the 1,275cc engined S arriving in 1964. 1967 saw the introduction of the Mk II Cooper and Cooper S models, which received the Mk 2 Mini improvements in line with the rest of the Mini range.

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Bubble and Micro Cars: Zundapp Janus, Peel Trident, Nobel 200, Messerschmitt KR

Bubble and Micro Cars

What is your favourite Bubble or Micro Car?

The 1950’s “Bubble Car” ushered in a new era of inexpensive motoring, three-wheeled micro-cars that could be driven on a motorcycle license and were taxed accordingly. British models were soon added to foreign imports. This guide features some of the most popular and well known.

Berkeley T60

The three-wheeled Berkley T60 effectively became an updated Morgan in the late 1950s. Initially a 4-wheeled sports version, Lawrie Bond modified the rear-end to create an instant success with genuine sports-car ability. The 328cc Excelsior engine gave a possible top speed at 60mph, and 1850 were built in just over two years. The marque died in the late 1960s with the collapse of its parent caravan market but faithful enthusiasts still keep many on the roads using the original moulds as the re-introduced Bandini.

BMW Isetta

In 1955 Rennzo Revolta sold the manufacturing rights of his unsuccessful bubble car to BMW, and the rest as they say, is history. BMW replaced the two-stroke with their own 247cc single-cylinder 4-stroke. A 295cc engine came in 1956 for export, with different trim and sliding windows. The forward swing door enabled front on kerb parking. Production continued of this popular model, four-wheel for export and three-wheel for home used until 1962.

Fuldamobil

In 1950 Karl Schmitt of Electro-maschinenbay in Fuldz produced his unique Fuldamobil. Built under licence in many countries, this wooden-framed, alloy-panelled bodied micro-car was powered by a variety of engines, from 200cc ILO to 360cc Sachs all with four-speed box and electrical reverse. The two-seater coupe was built along car lines, but with the engine mounted alongside and driving the rear wheel.

Heinkel/Trojan 200

Considered one of the prettiest bubbles, the Heinkel Kabinen entered the German market in 1955. The 175cc four-stroke air-cooled engine gave two adults/two children a top speed of 56mph with 100mpg. Soft-top convertibles were also built, sealing the front opening door and cutting the body to waist height. Production moved in 1958 to Dundalk Engineering in Northern Ireland, and again in 1962 to the Croydon based Trojan Company who with modification, marketed it as the 200 and built some 10,000 units.

Meadows Frisky

The Raymond Flowers designed Frisky began life as a four-wheeler in 1957. The first three-wheeled “Frisky Three” was powered by a 197cc two-stroke with coil front suspension and rear by pivoted-arm. Both coupe and convertible were offered, with Family Three in 1959 designed for 2+2 children. Production was abandoned in 1964 after the Prince model, which used a 328cc power plant. The design was then taken to Australia to become the Zeta.

Messerschmitt KR

The Messerschmitt is probably the best known microcar, and was designed by Fritz Fend, technical officer of the famous aircraft company. Introduced in 1953, its unique welded steel structure was chassis-less, and had handle-bar steering and twist-grip throttle, which powered a 9hp 4-gear transmission. Over 20,000 KR175’s were produced, with further refinement on the more powerful KR200. A variety of cabriolet soft-tops and Plexiglass dome canopies lifted for access to the two-seat tandem cockpit.

Nobel 200

Starting with limited success in 1957 as Fuldamobil’s King, this attractive glass-fibre bodied vehicle was then produced by York Noble industries. The Fichtel and Sachs 191cc engine provided some 90mpg at 45-plus mph. Cable brakes to the front wheels only were insufficient for the potential all-up weight, which could provide seats for two adults, a cramped rear bench for kiddies or storage, and a large front foot-well for extra luggage.

Peel Trident

The Trident was a two-seat version of the earlier P50 and used the same 49cc DKW two-stroke. A front-hinged plexi-glass dome provided access to the twin-seat cabin. At just under 6ft long, and with the 5in wheels giving an 8ft turning circle, there was no need for a reverse gear, being light enough to lift the back end for parking. De-misting was a constant problem as there was no airflow inside the cabin.

Zundapp Janus

In 1956, Fritz Neumeyer of Zundapp (a previous collaborator with Porsche to produce the legendary Beetle), took out a licence from Dornier for a small 4-seat vehicle named the Delta, and from this developed the Janus 250. The unconventional back-to-back paired seating and similar front and back opening doors made for a more compact symmetrical car. Engine: 248cc single-cylinder 2-stroke, mounted centrally between the seats, with four-speed and reverse gearbox and hydraulic brakes on all four wheels. Top speed with accelerator hard to floor was 50mph.

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Classic Ford Cortina Mk1 1962, 1963, 1964, 1965, 1966

Classic Ford Cortina Mk1 1962, 1963, 1964, 1965, 1966

What is your favourite Ford Cortina?

In the late 1950s, Ford identified the need for an all-new family car. Although tempted by BMCs mini-car concept, which had taken the motoring world by storm, their engineers took a very conscious decision not to try and emulate this, but instead to build a reliable roomy car at a low price – the Ford Cortina. The only car that Ford launched in 1962, it was a design that went on to become the benchmark for family and business motoring for the next two decades.

The Mk 1 was launched in September 1962 with just one engine size of 1,195cc. The initial production of only 20,000 also carried a Consul bonnet badge. By January 1963, a 1,500cc-engined model was available with larger brakes and chome body strip embellishments. With prices including purchase-tax of £639 for the 2-door standard model and £666 10s 3d, for the deluxe model, Cortina soon became Ford’s most important car range, sweeping all competition aside to become Britain’s best selling car.

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Classic Mercedes SL Cars: 500SL, 280SL, 190SL, 300SL Roadster, 350SL,

Mercedes SL

What is your favourite Mercedes SL car model?

This guide traces the development of the original 300SL of 1954 to the 500SL of the nineties.

Mercedes 300SL

Unveiled at the 1954 New York Motor Show as a fully equipped and stunningly specified production model, the 300SL stole the show. It was recognisably derived from the all-conquering racer of less than two years before and far from being toned down, it now offered even more performance and even an improved chassis. There was direct fuel injection, which was a world first for a production car and the exceptional aerodynamic styling of the 300SL was revolutionary. Not only was it the fastest production car in the world at the time, it was also a perfectly practical and civilised grand tourer. $6,820 when new, the Gullwing coupe was already being described as an all time classic.

Mercedes 190SL

Alongside the 300SL Gullwing coupe at its launch in New York in 1954 was another Mercedes sports car. It had something of the look of the 300SL around the nose, it sat on the same wheelbase and it seemed of similar proportions, but under the skin this neat two seater convertible was really a baby brother. Called the 190SL, its purpose was a commercial one and with clever marketing it capitalised on the 300SL’s already well established reputation. Far simpler than the space-framed, fuel injected Gullwing, the 190SL would be reasonably easy and economical to build in respectable volumes and for anyone wanting to buy on the first rung of the Mercedes sporting ladder, the price was affordable at less than $4,000.

Mercedes 300SL Roadster

The inevitable development of the Gullwing was a roadster version of the 300SL and this was finally unveiled at the Geneva Motor Show in March 1957. A great deal more than just a coupe with the top chopped off, the roadster was heavily redesigned almost from the ground up, which offered a convenient way of putting right some of the shortcomings of the original. All 300SL roadsters were fitted with the competition camshaft option from the coupe and had a higher compression ratio, taking power output to 250bhp at 6,200rpm. It was not quite enough to offset the higher weight of the roadster, but ultimate performance was no longer the requirement of the 300SL by the time it had reached the roadster stage.

Mercedes 280SL

The upgrade of the 230SL to the 250SL in 1967 proved to be remarkably short-lived, surviving less than a year before Mercedes introduced the 280SL, a model that would see the second generation through to the end of its production life. For the 250 in 1967 there was a new seven main bearing engine like those fitted in the 250 saloons, the option of a five speed gearbox and disc brakes all-round as standard. In 1968, the 280SL with its 2.8 litre engine gave another good boost in torque and with a host of detail changes inside the car, many connected with safety, the 280SL received the same enthusiastic welcome and praise from the critics as had the 230SL and 250SL models before it.

Mercedes 350SL

By the late 1960s Mercedes knew they needed to invest in the future and with environmental and safety legislation becoming ever more stringent, it would be necessary to invest in rather more than just another upgrading. By the time the third generation SLs appeared in 1971, they had little in common with their predecessors other than the SL badge. Moving ever more towards luxury and safety, the 350SL answered the critics through, with more power, all new suspension and a stylish new look with emphasis on low height and width. Perhaps the automatic transmission and weight kept it from being a sports car, but if one wants to drive fast in comfort, avoiding the clumsiness of a big sedan, the 350SL is the ultimate two-seater luxury car.

Mercedes 500SL

The flagship of the sporting end of the Mercedes range, the 500SL is the most expensive model in a three car family which has taken the SL philosophy into the 1990s. Launched at the Geneva Motor Show in 1989, these fourth generation models had been fully ten years in the design process. Highly refined, yet still very sporty, the 500SL features a wonderful V8 quad-cam 32 valve engine giving a capability of 157mph and an acceleration time from standstill to 60mph in just 5.9 seconds. Safety, typically for Mercedes, is also high on the list, with such advanced features as an automatic roll-over bar, which operates only when needed and seats that incorporate safety belts. An assured future classic.

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Classic Ford Escort RS2000 Mk2 1975 (RS 2000 Mk 2)

Escort RS2000 (mk2)

What is your favourite Ford Escort?

With its new droopsnoot nose, the new RS 2000 created a stir at the 1975 Geneva Motor Show. Like all previous RS Escorts, it was based on the two-door saloon body style and featured extensive used of matt black paint in place of conventional bright metal. Clearly aimed at the sporting buyer who wanted refinement and performance,the model was a success, gaining higher demand than earlier cars.

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