Archive for the ‘Model Information’ Category

….And HARDLY anyone else does in the Americas!  I talked to a gentleman from Peru A short while ago who confirmed that indeed, hardly anyone there had ever seen another one!  Amazingly, it was a runner, with all the lights and switches and windows still working!  It had suffered a failed thermostat of all things, and overheated, so he was hoping to pack his suitcase with what he needed for it while on a trip to the US!

I’m often amazed by the number of first calls we get from people who either have, or have just acquired a Morris Minor!  They seem to have found their way to every corner of the world!  It might be a rumor, but I’ve heard they might still be building them in India!  I’m fond of saying that just about every small town in Idaho seems to have a couple, tucked into old barns!  There are even a number of right hand drive Minors here in our small town, which means they were likely imported by their owners from when they lived in RHD countries!  These things are like members of the family!   There aren’t many NEW cars one can say that about!!

As such, we have done considerable work to update the MorrisMania part of our site. We have separated the MM part numbers so that all “classic” parts are not lumped together, making searching for parts much simpler.  We have put the entire original Morris Minor Parts Catalog on the site the same way we did our original Classic Mini “bible“, complete with exploded-view diagrams to help folks identify specific items when they don’t know exactly what to call them!  With these relics turning up in far away lands, a picture can go a long way to overcome a language barrier!

I think it should be pretty easy to post a comment or a photo on here.  If you have an interesting story or a Minor you’ve built, including crazy ones with V8s and wheelie bars, post about it, or send me an email to jemal@minimania.com


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That’s a question that most car buyers don’t ask after the fact… unless you just bought a Classic Mini in the United States!  Just about any other classic car, you pretty much know exactly what you got into.  This happens so often, and usually comes as a surprise for a new owner of a classic Mini to find that their pride and joy is not at all what they thought.  I wrote the following explanation to the question posed by a member on the Mini Mania forum:

You really must be careful on a public forum, and if you really did buy the car, not to be too specific…. that’s why some answers seem to beat around the bush.

Hypothetically speaking… Most Minis look the about the same for 42 years of production. At least to the average person. When an oppressive set of government rules exists to keep people from easily having the classic mini they want, there is great incentive to make cars seem OLDER so they can slip under customs import rules.  It is rumored that some people in countries where the cars are plentiful and unloved will replace the VIN plate with one from an older car, so that the “old” car can be taken to and sold in America, where there are lots of willing buyers.  It gets in because the particular customs inspector is NOT a Mini expert, and can’t tell that the car and it’s paperwork did not start out in life together.  It is even rumored that certain unscrupulous AMERICANS and/or CANADIANS have taken part in this practice over the decades, contributing to my opinion that more than half the Classic Minis in the US are such “revins”.

Think about it…. changing the car’s identifying serial numbers is what car thieves might do so that the stolen car is not “found” right away when the “new owner” goes to register it.  Our government then has strong incentive to DISCOURAGE the willy-nilly changing of Vehicle Identification Numbers, to the extent that a suspected stolen or ‘altered’ car can be confiscated and crushed as a way to protect public safety from these evil little cars.  If you don’t want to be the unfortunate owner made an example of in this way, you will not draw undue attention to the possible fact of you car’s identity crisis!!

Our only dog in this fight is to be able to provide you the right parts!  You will NOT be happy if you get all the WRONG parts for your “73”. Furthermore,  you will think that WE are idiots for doing so!   We are supposed to be the experts…. why did we send you all the wrong parts?  In MOST cases, it is because you unknowingly have the wrong CAR!

You can see the whole thread for this topic if you like… the original question and all the comments:


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Most days, I talk to people ordering parts that seem mismatched for a particular Mini. Our expertise with these cars enables us to notice when something like that jumps out at us, and often we are able to make a correction that can save the customer a great deal of time and money.
Today I had a gentleman ordering parts for his brother’s Mini in South America.  I noticed it was a rod-change 998 from the engine bearings and shift stub-shaft seal kit. So when the order included the larger Hardy-Spicer axle seals, and the very expensive Pin-drive Cooper S oil pump, I contacted the customer to get the real scoop. I was able to correct the order BEFORE it got shipped to Peru, saving the customer hundreds of dollars, and weeks of delay that would have resulted from getting a few wrong parts!
So many mistakes can be avoided by doing a little homework to properly identify your car, and thus be able to specify the right parts. Our own Chuck Heleker has written one of the most definitive articles for identifying a classic Mini…. Don’t let the level of detail intimidate you, simply scroll through to the sections that make sense to you! This information should enable you to identify just about ANY Classic Mini, and certainly enough to be able to order the RIGHT parts:


I have written a much simpler article that lets you identify which transmission and shift-linkage style you Mini has, which in turn, tells us the era your Mini, or at least it’s running gear came from. This lets us identify the major mechanical parts you need to be able to take care of most maintenance and repairs:


I know so much has been written over the years about this topic…. just look at the previous posts here! Still, not a week goes by that I don’t help a new owner figure out what they have, to give them the best chance of ordering the right parts! We want you to feel good about your Mini, and trust us to help you take care of it.

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Tina Racine
Language Arts

Alexander Arnold Constantine Issigoniss.

Born November 18, 1906
Died October 2, 1988
Made the Austin Morris Mini.

Tina’s Mini Cooper PictureHe got his inspiration from drawing on a napkin. His friends called him “The Greek God”. He lived in Edgbaston (village of man called Ecgbald, from the old English personal name to Ton “Farm.”) United Kingdom Census 2001 found that’s 20,286 people were living in Edgbaston. Because Alec and his parents were British subjects, Royal British Marines evacuated them to Malta in September 1922, Ahead of the Turkish re-possession of Smyrna at the end of the Greco-Turkish War (1919-1922). Following of his father in 1922, Alec and his mother moved to the UK in 1923, Alec studied Engineering at Battersea Polytechnic in London. He failed his mathematics exams three times and subs equinity called Pure Mathematics “The enemy of every creative genius.” After Battersea Polytechnic, Alec decided to enter the University of London External Programmed to complete his university education. He was born in a Greek community of Smyrna now called Izmir in Ottoman Empire. Other cars he made:

. 1948 Morris Mini
. 1959 Mini
. 1962 BMC ADO16
. 1969 Austin Maxi
On Alec’s birthday, Heritage Motor Centre was Held in UK. In later years the car was called the “Mini”.

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When is a Mini, is a Mini, is a Mini? Most current or potential Mini owners have no idea how to tell what kind of Mini they have. In fact, in many cases they don’t even know there are really so many different Minis.

The first Minis were released to the public in 1959, and while the same basic car was produced for 41+ years, the differences from start to finish were very dramatic. The first Mini was the ultimate in an economical everyday, entry level car. By the end of production it had been transformed into an almost modern car with fuel injection, catalytic converter and air bag. Needless to say, all Minis were not created equal, and in fact, have tremendous variation in performance and desirability.

The Mini was only sold in the USA from 1960 thru 1967! The very first cars were powered by 848cc BMC A-series engines. The same basic engine configuration found its way into many of the entry level British cars of the day. Everything from Morris Minors to Bugeye Sprites all had this basic engine design. So you ask, why all the confusion as to what Mini you might own or consider buying?

As a first consideration, let’s simply address those variations as imported and sold by the factory. The most distinguishing feature of all models from 1959 through 1967 was the use of sliding window doors. These windows slid fore and aft in the doors that also featured external, visible door hinges. The very first cars were simply called Minis and all were supplied with the bullet proof (but slow) 848cc engine. The first of the models to be identified as Mini Coopers were introduced in 1961 and were powered by a 997cc engine. The Cooper designation was continued as the engine evolved to a much different and better 998cc one. The first of the Mini Cooper S models was introduced in 1963 with a tremendously upgraded 1071cc engine (the choice of displacement was driven by race class considerations as was that of the very rare 970cc S engine). The most common and sought after model of the Mini Cooper S was introduced in 1964 with a 1275cc displacement. This is the same displacement as used on the car when production finally ceased in the year 2000. The final year of factory sales in the USA saw the introduction of the Mk II version of the range that featured, among other smaller cosmetic changes, larger tail lights. The only other significant variation is that the first of the Minis all had drum brakes at four corners, but starting with of the Mini Cooper, the Cooper and Cooper S had disk brakes at the front. All models used 10” diameter wheels of various widths. You could easily argue that if that were all we had to consider when owning or buying a Mini today, it would be too easy. But the current appetite for a Classic Mini in the USA has pushed the market way beyond those cars imported by the factory. At this date in time it is easy to admit that more Minis have been imported into the USA by private parties and private dealers than were ever imported by the factory. And the problem is knowing what the Mini really is. The factory produced over 5,000,000 during it 41+ year production run. Less than 15,000 of these were imported by the factory into the USA. So what really is the Mini that has been imported by the aftermarket?

The problems start from 1968 on when the factory no longer attempted to have the Mini of any configuration conform to current emission or safety standards. Now, Federal law allows models at least 25 years old to be imported into the USA without concerns for these standards. Thus, the next pool of “legal to import” Minis are those produced from 1968 through 1981. These models start with the Mk II found with 848, 998 and 1275cc engines. By late 1969, the models known as the Mk III now featured roll-up windows and internal door hinges. By1973, the electrical system was upgraded to include the use of an alternator to replace the generator. And the use of a “rod change” transmission to replace the “remote” and “magic wand” transmission began.

In 1976, the range was further upgraded to the Mk IV. The most significant change was not very visible as it was an attempt to isolate the car from road noise and involved using rubber mounts for the front subframe. In 1980, the most obvious change was the introduction of the “Verto” clutch system. Again, not an outwardly obvious change but significant none the less. The year 1984 saw the introduction of the Mk V Mini models that are most notable for the standardization of the use of 12” wheels and bigger disc brakes. The various changes after the Mk V seem to come fast and furious. The Mk VI is generally around 1991 with a number of variations. The 998cc engine was discontinued in 1992. The introduction of a ‘single point fuel injection’ system to replace the single 1¾” SU carb took place in the same era and it continued through 1996. For the final years of production the most significant changes included the use of a ‘multi-point fuel injection’ system along with many modern features: such as, alarm systems and catalytic converters.

So what year is the Mini in question? These were also hundreds of other changes and more subtle ways to determine the year and model of the Mini. For an extensive detailed review and interactive pictorial visit the Website www.Minimania.com/MiniID

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Eng.nmbr CR Year Comments

Eng.nmbr    CR    Year    Comments
99HE22    8.3 : 1    1989- on    91RON, leaded or unleaded.
99HD81    9.6 : 1    1988- on    95RON, leaded or unleaded.
99HE20    9.6 : 1    1989- onwards    High compression 95RON, leaded or unleaded.
99HB96P    8.3 : 1    1986- onwards    1.0 Saloon and Van.
99HB87P    9.6 : 1    1986    1.0 Saloon and Van
99HB90P    10.3 : 1    1986    1.0 Saloon and Van

99HD27    10.3 : 1    1989    1.0 Saloon and Van
99HD32    8.3 : 1    1989    1.0 Saloon and Van

99HE35    9.6 : 1    1989    1.0 Saloon and Van
99HE67            95 RON unleaded.
99HE38    8.3 : 1    1989    1.0 Saloon and Van 95RON unleaded

12HC17AA    8.0 : 1    1986    1.3 Saloon

12HC18AA    9.75 : 1    1986    1.3 van
12HC09AA    9.75 : 1    1986    1.3 Van

12HD26AA    9.4 ; 1    1987/1988    MG Metro turbo

12A2EK71    10.0 : 1        Single point injection with manual transmission, 95RON unleaded only.
12HB09AA    9.75 : 1    1985/1986    1300HLE
12HA73    8.0 : 1    1985/1986    Low compression.
12A2BG05    9.4 : 1    1990- onwards    1.3 Mini with carburettor
(mini)            automatic transmission
12A2DF76    10.1 : 1    1991- onwards    Single point injection with manual transmission, 95RON unleaded
12A2AG01    9.4 : 1    1991    1.3 Mini with carburettor manual transmission.
12HC11    10.5 : 1    Oct.1984- onwards    MG Metro
12HD09AA 12HD10AA 12HD11AA 12HD12AA 12HD13AA 12HD21AA 12HD22AA     9.75 : 1    1987 / 1988    1.3 Saloon

12HD18AA 12HD19AA 12HD20AA     8.0 : 1    1987 / 1988    1.3 Van

12HD14AA    9.75 : 1    1987/ 1988    1.3 Van
12HD18AA    8.0 ; 1    1989    1.3 saloon

12HD26    9.4 : 1    1989    MG Metro turbo

12HD09    9.75 : 1    1989    1.3 Saloon
12HD23    9.75 : 1    1989    1.3 Saloon, Vandenplas,
MG Metro

12HD17    10.5 : 1    1989    1275 Sport, MG Metro
12HD24            with manual transmission
12HD19    8.0 : 1    1989    1.3 Van

12HD14    9.75 : 1    1989    1.3 van
12HD41    8.0 : 1    1989    1.3 Saloon with manual transmission
12HE48    9.4 : 1    1989    1.3 saloon

12HE24    9.4 : 1    1989    1.3 Saloon with manual transmission
12A2EK72    9.4 : 1    1996- onwards    Multi point injection, 95RON unleaded only.
12A2LK70    10.0 : 1    1996- onwards    Multi point injection, 95RON unleaded only.
12HA83AA    10.5 : 1    1985/1986    High compression
12HA42AA            MG Metro

12A2BG03    9.4 : 1    1990- onwards    1.3 Mini with carburettor,
(mini)            manual transmission

12A2DF75    9.4 : 1    1991- onwards    Single point injection, manual transmission, 95RON unleaded only.
12A2EF77    10.1 : 1    1991- onwards    Single point injection, high compression., 95RON unleaded.
12H996    10.5 : 1    >0ct. 1984    MG Metro

12HF01    10.5 : 1        MG Metro

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