Mini Cooper and Cooper S Review and Buyer's Guide

Those old enough to remember the '60s when mini-skirts were first in style, and saddled with a mini budget, should really consider a Mini. Light, responsive, simple, fun and almost cute, the Mini has been a cult car from the start.

In 1959, the British Motor Corporation (BMC) produced an interesting array of sports cars, including the 6-cylinder Healey 3000, the MGA and the recently introduced Sprite. Aside from these popular two-seaters, BMC under the Morris, Austin and Woolsey nameplates built many two- and four-door cars that to most U.S. enthusiasts are largely forgotten, with one exception: the Austin/Morris Mini.

This little front wheel drive car defied its exterior dimensions in both performance and roominess. And since the BMC "A" series engine was utilized in these cars, it wasn't long before England's best tuning firms started modifying them. Even in stock configuration, an 850-cc Mini would out-handle a Sprite, and everything seemed sturdy enough to handle more power.

Rce car constructor John Cooper proposed a special version to BMC, and the first Mini Cooper went into prodution in 1961. The engine capacity was increased from 850 to 997 by utlizing a longer stroke, the compression was increased, and a new camshaft, twin SU carbs, and a three-into-one cast exhaust header were fitted.

These changes produced 55 hp and gave the first Coopers a top speed of 85 mph. To slow things down, the cars were fitted with servo-assisted front disc brakes. The 850 Mini had a very long gearlever that sprouted from the floor near the firewall, which was soon nicknamed the "Magic Wand." Shifting was vague at best and it was difficult to catch third gear if you were wearing a seatbelt. The simple cure fitted to the Mini Cooper was a cast-alloy remote change that placed the gearlever nearer to the seats.

Other changes were the addition of water temp and oil pressure gauges, two-tone paintwork, a new grille, and a slightly more deluxe interior. Though the performance was only slightly better than, say, an early Honda Civic, the Mini Cooper set new standards for the day in both power and handling, all in a four-seat car.

Though the Mini Cooper was produced in larger numbers than the subsequent Cooper S, still the S is better known and remembered. The new model came about because a desire for more performance as well as a longer-range view towards racing in both the 1000-cc and 1300-cc classes.

As 1100 cc was the limit for the small bore/long stroke A-series engine, a little shifting of the bore centers in a taller, stronger block was necessary to allow a bigger bore that could be packaged with a different stroke to produce the new Cooper S engines.

A new cylinder head with larger valves and two extra studs was next on the menu. Responding to competition experience, even larger brakes were also fitted.

The first Cooper S was introduced in 1963 with the unusual engine capacity of 1071 cc.

The 1071 was the first oversquare BMC powerplant. Race-tuned units were reliable to 8,000 rpm, and even beat the ultra-short stroke Ford 1100s occasionally.

In saloon car racing the only 1300 competition was Anglia Supers, so it made good press for them to be beaten by the smaller-engined Cooper S models. A few months later the 1071-cc model was dropped when the 998-cc engine appeared. Another variant was the 970 X - really homologation special produced in small numbers, by using the bore of the 1275 and a shorter stroke than the 850. They were real scremers and almost unburstable.

The ultimate Cooper S was the 1275. In stock trim, they would accelerate to 60 mph in 10.5 seconds, and by picking and choosing from the BMC parts book any owner could put together a car with startling performance and handling to match.

The Mini Cooper and Cooper S proved to be fabulous rally cars and won the Monte Carlo Rally three times. It takes a sturdy car to take the pounding of international rallies, and Coopers were truly up to the job, though I wonder how the Lucas electrics could cope with the battery of driving lights across the grille - well, they were short rallies, I suppose.

Concurrent with the introduction of the Cooper S was a change in the non-S version. The 1964 Mini Cooper now used a 998-cc engine, up from 997. The extra cubic centimeter was more important than it might seem at first glance.

The new engine was basically a 950 Sprite engine with an overbore. Gone was the long stroke and limited rpm capability of the 997. The 998 was a highly tunable, flexible engine; really a better Cooper than before. Another important development was the conversion from "dry" to "wet" suspension.

In 1964, small-bore Minis and Coopers were fitted with an interconnected "hydrolastic" suspension system. It was basically a fluid-filled spring system that was also connected front to rear to control pitch, that fore-aft bobbing that is typical of short-wheelbase cars.

The first thing you will notice when seated in your Mini is the odd angle and height of the steering wheel. Most Coopers have an aftermarket steering wheel lowering bracket to normalize this anti-ergonomic feature. You will also seem to be some distance from the windscreen, probably a good idea because these cars are so much fun you would quickly fog the screen with laughter.

We have all lived with FWD cars for awhile, so the gearchange is acceptable. Standard instruments and switches are in the middle of the dash, and the switches are hard to reach unless they are fitted with extensions, a common accessory.

The engine and gearbox share the same oil supply, translating into change the oil often. This will keep your engine from ingesting bits of syncrhos.

Not so surprising is the need to inspect the car for rust. Minis have external seams, and these and all water/mud collection areas should be examined for soundness. Modified Minis overhead, to extra fans, extra radiators, larger radiators, and moving to a colder climate are all useful cures. Too bad about the lousy heater, though.

First, realize that many Minis were "Cooperized" at some time in their life. This can mean something as simple as twin carbs and disc brakes, or the full-house treatment in and out. Genuine Coopers and Cooper S cars can also have been updated by conversion to adjustable dry suspension, twin fuel tankes (only an option on pre-'66 cars), fitting of full synchro gearboxes (an early 70's development), or a myriad of possible engine capacities.

Of all stock Coopers, my favorites are the 998 Cooper and the 1275 S. Both are well-balanced, useable road cars with Historic Racing potential right out of the box.

If you find an original example and it happens to be fitted with wet suspension, the conversion to dry is straightforward. On any street Mini a full synchro gearbox is almost a must. They are quieter, easier to use, and are usually avaialbe rebuilt for less money than rebuilding the stock noisy box you've got.

Disc brakes, roll-up windows and the better gearbox were available in all of them. This means a ready supply of body parts, and that all of the upgraded mechanical parts will easily fit.

BMC has uprated the range of engines currently available to the "A Plus" series that are generally interchangeable with early units. Minis first appeared with 3.5" wide by 10" wheels. Cooper rim width skyrocketed to 4.5"; 5" alloys are availabe and fit most cars, though some of the later disc brakes require 12" wheels. Stick to the 10" wheels simply because the tire choices are better.

If modifying your Mini is at the top of your list, the bible is "Modifying BMC's A-Series Engine," by Daivd Vizard. Shop manuals, parts catalogs, and all the parts and advice you can possibly need are avaiable from Jim Jensen and Don Racine at Mini Mania, 31 Winsor St., Milpitas, CA, 95035. 408.942.5595. They have vast experience with street, race, and historic Minis; they can even sell you a video copy of "The Italian Job," a film starring Michael Caine and several well-driven Minis, a must-see for any car nut, not just Mini nuts.

Top dollar for a true Cooper S seems to be in the $12,000 range, with acceptable cars that have been visually modified (deseamed, large flares, etc.) starting at around $7,000.

There probably isn't a Mini on the planet that is "box-stock," so what matters are the types of modifications and the care with which they were made.

I don't see Minis making any great leap in value during the next five years - they will just kind of hold their own with the market.

Five years from now, I exect the very best Cooper Ss to reach $17,000 or $18,000. - Michael Duffey