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The same 3 sedan and one Countryman models that were manufactured the previous year as well as the two Commercial Van and Pick-up models were available to the South African public. In August, however, production of all three Mk 2 models (Mini 1000 “S”, Mini 1000 Standard and Mini Countryman) was discontinued while production of the Mini 1000 Mk. 3 ceased in December 1970.
The Austin Countryman and Morris Traveller have a remarkable production history in South Africa. These models were first officially launched in January 1962 (although some units were already sold in 1961) and stayed in production in virtually the same form for a remarkable 8 years and 7 months. At first the Mk. 1 stationwagons were powered by a 848 c.c. engine and had a smooth roof which was soon replaced with a contoured roof for extra strength. This engine was replaced in January 1966 with a 998 c.c. engine and in December 1968 the Countryman and Traveller became known as Mk. 2 versions, with the only noticeable difference the change in the grille, outlined in bold metal paneling with a more angular shape than on the earlier models to give it a fresh look. In September 1969 (with the re-organisation of BMC and when Leykor South Africa was formed), the Austin and Morris marques were dropped and only one model survived, called the Mini 1000 Countryman Mk. 2. The Austin 7 Countryman and Morris Traveller were launched in January 1962 at a coastal price of R 1250 and when discontinued in August 1971, the price of the Countryman was R 1675. This represents a total price increase of R 425 over the 8 years and 7 months period or an average annual price increase of 3,9% over a period of 103 months. Calculated in a different way, this represents a monthly increase in the price of an Austin Countryman or Morris Traveller in the almost 9 year period of R 4-13 per month. [For some perspective, today in August 2002, a loaf of white bread costs R 4, a liter of petrol costs R 4, two liters of Coke Light cost R 9 and a Dunlop 10” tyre costs R 415] NAAMSA production/sales figures show that 6248 Mk 1 and Mk 2 station wagon units were sold in the period 1961 to 1969. This figure includes 4224 units with 850 c.c. engines and 2024 with 1000 c.c. engines. This figure also represents 3673 Austin Countryman units and 2575 Morris Traveller units.
The Mini 1000 “S”, an “all South African model” had a production period of 3 years and 7 months since launching in January 1968 at a price of R 1450. When discontinued the 1000 “S” price was R 1740 which translates into a R 290 increase over the 43 month production period or an average annual price increase of 5,6%. According to the Auto Data Digest, 1219 units were sold, some 115 still in 1971.
The Austin/Morris and later Mini 1000 Sedan/Standard models got launched in January 1966 at R 1145 and had a production period of 5 years and 7 months. Over this period the model’s price increased by R 305 to R 1450 which represents an average annual price increase over the 67 months period of 4,8%. According to Auto Data Digest, 21 372 Mini 1000 units were sold in this period but unfortunately their statistics made no distinction between the Standard and de Luxe models’ sales.
The Mini 1000 Mk.3 was launched in October 1969 at R 1475 and had a production span of 2 years and 2 months. Its price increased over this period by R 145 to R1620. According to the Auto Data Digest, 3871 Mk. 3 units were sold in this period.
Prices of all four non-commercial models increased in March and then again in April 1971. After the April increase, the Mini 1000 Mk.3’s price increased by R 145 to R 1620, the Mini 1000 “S” Mk.2’s price by R141 to R 1740, the Countryman Mk. 2’s price by R 150 to R 1675 and the Mini 1000 Standard Mk. 2’s price by R 154 to R 1450. The Leykor Minivan was priced at R1194 and the Leykor Mini 1000 Pick-up at R1150. By September 1971, motoring journals/price lists started to use the Leykor – Leyland name.
Also in September 1971, the Mini Clubman Sedan (1098 c.c.) at R 1675, Mini Clubman Estate (1098 c.c.) at R 1875 and Leyland Mini GT (1275 c.c.) at R 1995 were launched. The Mini 1000 de Luxe (998 c.c.) was the only round nose Mini to survive the Clubman onslaught. It was priced at R 1450. The 1971 model range was announced in CAR August 1971 stating that there are three new models: Clubman sedan and Estate, and the Clubman GT with bigger engine disc brakes and special equipment. The Clubman models are extensively restyled, with a new frontal appearance brought about by a lengthened nose. The car became about 10 cm. longer overall. The doors all had concealed door hinges, a single winding front door window and push-button release door handles, fitted with anti-burst locks that can be locked from the inside. A new range of engines was used, namely the 1098c.c.short-stroke for the sedan and Estate (a totally unique South African engine) and a longer stroked 1275 c.c. engine for the GT. The new models brought with them totally new instrumentation, centred in front of the driver, and a fresh-air ventilation system using individually-controlled “eyeball” inlet ducts at either side of the fascia. The sedan and GT used hydrolastic suspension and the Estate used the dry rubber cones. An unusual feature on the Estate is contrasting side and rear panels in simulated woodgrain, which gave a balanced appearance. The Motoring Mirror, (September 1971) described the new Mini Clubman models as having “beautiful new front styling, new front bumper, new recessed headlamps, grille and Mini Badges and a whole new 1100 c.c. engine. Also beautiful new full width restyled fascia and newly designed seats saying “take a seat” in the nicest way.” The Clubman models had a mass increase of about 45 kg. over the round-nosed body.
The introduction of the Clubman series of models was well received by the motoring press in South Africa. Most motoring magazines road-tested the new models, especially the Leyland Clubman 1275 GT version. (CAR, August 1971, CAR, January 1972 as a the twin-carb version, Technicar as a Stage One modification version and the standard version in Motoring Mirror in September 1971). The GT was described as a powerpacked 1275 c.c. long- stroked engine (81,28 mm; 70,61 mm. bore), which developed 62 b.h.p., compression ratio of 9:1, single 1˝ “ SU carburetor, four speed all-synchro close-ratio gearbox (3,30; 2,07 and 1,35:1 respectively), initially launched with a 3, 65 final drive but soon afterwards replaced with a 3,44:1 final drive and servo-assisted 192 mm (7,5 inch) disc brakes at the front. Other features included a leather bound, small diameter steering wheel, tachometer, speedometer, fuel and water temperature gauges housed in a all-new dash and with face-level adjustable fresh-air vents, Rostyle wheels and stripes with the 1275 GT emblem on the bottom of the doors. The Leyland Clubman 1275 GT came in a special limited range of colours, of British Racing Green, Killarney Blue or Aloe Red, all with a white roof and the Killarney Blue monotone. Grille was matt black with a distinctive GT badge. The GT was capable of a maximum speed of 142 km/h (89 m.p.h.). CAR concluded on its performance: “ The Mini Clubman 1275 GT is not a hairy performance car. It has fairly mild camshaft and single carburetor, and its biggest advantage is a strong level of torque.” The Mini Clubman 1275 GT was launched in September 1971 at R 1995.
The Mini Clubman 1100 Sedan was road-tested by CAR in February 1972. It used the 1098 c.c. short stroked engine, slightly oversquare (69,85 mm. with a bore of 70,64 mm.), compression ratio of 8:1, single 1˝ SU carburetor, producing 48 b.h.p. and a top speed of 128 km/h (80 m.p.h.), final drive of 3,44:1 and a fully synchromeshed gearbox. Some other features of the engine include disposable oil filter and a mechanical fuel pump. Hydrolastic suspension was used. The Mini Clubman 1100 Sedan was launched in September 1971 at R1675.
The Mini Clubman 1100 Estate was road-tested by CAR in March 1972. The mechanical specifications were exactly the same as the Sedan discussed above and the Estate had a top speed of 130 km/h ( 81 m.p.h.). Dry-cone suspension was used. The CAR road test concluded: “ This new Estate is easily the prettiest of all Mini wagons, and is by far and away the best in overall performance. In other respects it is very much the charming little Mini wagon as we have known it over the past ten years. It is driveable and lovable, nippy in traffic and neat-handling when there is not much road room. A neat, practical and versatile car for the young family.” The Mini Clubman 1100 Estate was launched in September 1971 at R 1875.
To put these 1971 prices in perspective, the Mini 1000 Mk. 2 model maintained its status as the cheapest car on the South Africa market (its closest contenders were the GM Viva 2-door followed by the Renault 4 at R 101 and R 105 respectively more) while the Mini 1000 Mk. 3 came in at a respectable 4th cheapest position. The most expensive car was the Jaguar 420G Automatic at R 8100 while a Volkswagen 1300 Beetle cost R 1715 and a Cortina 1600 GT R2278.
Leykor-Leyland Minis (all models) were 14th on the best seller list with a total of 3726 units. (1st position was held by the Volkswagen Beetle 1300 to 1600 with 18 350 units). According to NAAMSA figures, 1650 Mini 1000 units, 115 Mini 1000 “S” units, 870 Mini 1000 Mk. 3 units, 615 Clubman 1100 units, 298 Clubman GT units and 178 Clubman Estate units were sold in 1971. Mini sales represented 2,1 % of the market.
Leykor-Leyland Mini light commercial vehicles were 28th on the best seller list with a total of 630 units (1st position was held by Toyota Hi-Lux LDVs with 12 465 units).
On the competition front, two Minis emerged as the overall winners in their regional championships. The Transvaal winner of the “The Star” Production Car Championship was Fanie Viljoen from Pretoria in an Austin Mini 1000 while Denys Currie was the Natal Daily News Production Car Champion in his Mini 1000.
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