By January 1964 the same eight models were available to the South African public as was the case in 1963 plus the two Commercial Panel Van and Pick-up models (although the de Luxe models were now called the “Super” models). I n J uly, t he 1 071 c.c. Austin and Morris Cooper “S”
models were launched and replaced the 998 c.c. Coopers after a production span of 15 months. The total number of 998 c.c. Coopers assembled in South Africa are not known since NAAMSA combined their 1963 figures for 997 and 998 c.c. Coopers. In the first 6 months of 1964 alone, however, 158 units were sold which represent 93 Austin and 65 Morris 998 c.c. units.
These 1071 Cooper “S” models were assembled but not manufactured in South Africa – they were all C.K.D’s (Completely Knocked Down) imports and assembled in South Africa, with several South African features added. The Cooper “S” was launched at a coastal price of R 1700 which was R 331 more than the Cooper 998’s price. This price put the Cooper “S” in the market bracket of the Ford Cortina GT, a 1500 c.c. high performance car (coastal price of R 1765), the Volkswagen Beetle 1500 Sedan (coastal price of R 1762) and the Fiat 1500 Saloon (coastal price of R 1770).
CAR’s edition of November 1965 featured a road test of the 1071 c.c. Cooper “S” launched more than a year previously in July 1964. It is stated that the “S” types (including the 1275 that was available to the South African public by then), are actually intended as competition cars for expert owners, with plenty of capability contending in rallies, sprints and races. “ But they are tractable and well-mannered little beasties, and make superlative road cars for the man to whom motoring is much more than a mere convenience to shift him from one place to another.” Special touches of this desirable model included the gold-coloured competition wheels with cooling slots for the brakes, and the green–and-white livery used for the Mini-Coopers since the beginning. Instrumentation was improved by the fitting of an oil pressure gauge and temperature gauge, alongside the speedometer, and a Smith’s tachometer was fixed in the parcel shelf in front of the driver. Front seats were described as firm and snug competition-type buckets. Braking was further improved with the servo-assisted 7,5“ (68,26 mm.) disc brakes. Bore and stroke were increased on the 1071 to 2,781 X 2,687” ( 70,6 x 68,26 mm.) Compression ratio was at 9,0:1 with maximum brake horse power of 70 at 5750 r.p.m. and a top speed of 92 m.p.h. (148 km/h). Twin 1¼SU’s were used. CAR reported that “ an important feature of the Mini Cooper ”S” is that it was engineered as an entity, and is a balanced car to handle and drive. As a production car, it has the advantage of being planned and built for its performance role, and as the old saying goes, it is a car which Grandmother could drive.” CAR reported that there were some small features open to individual criticism, such as fitting a “high-performance” hooter and a headlamp flashing arrangement - both to give early warning in the fast cruising which the car is capable of.
CAR summarized their assessment of the 1071 Cooper “S” by saying “this live-wire little car, equally home in daily commuting, holiday tripping and on the race-track, is a real pleasure to drive and can hold its head high in any company. We class the Mini-Cooper family as among the most stimulating production cars we have ever tested, and we look forward to testing the 1275 c.c. version before long.”
Another big milestone in South African Mini history was reached on 21st February 1964 when the first production engines to be manufactured in South Africa by BMC were completed and were rolling off the assembly line in the new engine plant at the company’s Blackheath car factory near Cape Town. Initially two types of engines were manufactured in South Africa namely the 850 c.c.unit fitted to the Mini sedans and light commercials to be followed later by similar type of transverse engines fitted to the ”1100 series.” Production of these engines was at an annual rate of about 12 000 units which covered some 60% of BMC’s production. The project was envisaged to have been completed before the end of 1965, by which time about 90% of the engines produced would have been made from South African materials.
This was also the year when the Mini really started to kill off the last of the “bubble car” competition and was for the first time the cheapest car on the South African market. Again, 1964 was a very good year for the Mini enthusiast since there were no price increases for any of the Mini models. This must have been a well-defined BMC strategy since in four year’s time they have wiped out the competition in terms of affordability and value for money. In 1964, the most expensive car was again the Mercedes-Benz 220SE at R 4016 while a Jaguar 3.8 OD cost R3911 (their prices remained unchanged from their 1963 prices - the good old days!).
BMC Minis (including Cooper S models) were 7th on the best seller list with a total of 6187 units. (1st position was held by Ford Cortina, all models, with 18 982 units). These figures include sales of 4757 Mini 850 sedans (2690 Austin and 2067 Morris versions), 676 Austin Countryman and 487 Morris Traveller units, 158 Cooper 998 c.c. units (of which 93 were Austin and 65 were Morris versions) and 109 Cooper ‘S’ 1071 c.c. units (65 Austin and 44 Morris versions). Mini sales represented 4,3% of the market.
On the Commercial side, the Panel Van and Pick-ups were first mentioned in CAR’s Commercials price list. The Austin and Morris 850 Panel Van’s coastal prices were both R 999 while the Austin and Morris 850 Pick-up were priced at R 970 at the coast. Mini commercial vehicles were 8th on the best seller list with a total of 1547 units (1st place was held by the Datsun 1200 LDV with 5947 units)
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