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Home Restoration.
Australian Morris Cooper S Electrical Specs Part 3.
This paper is not a how-to guide on rebuilding your car. It merely represents a collection of reference and detail points specific to one model, the Australian built Cooper S, which was eventually classified as the Mark 1. Hopefully this will help to preserve a car that was and still is an interesting part of international motoring history.
Fittings:
Wipers, horn, fuse box, generator, regulator, heater….
Unlike base models, the horn was mounted on the bonnet striker panel via an ‘L’ shaped bracket. Ironically this is situated between the right wing and the two 10-32 UNF studs that were originally designed for the purpose. Parts Book HYL 3698/1 lists the ‘S’ as having been fitted with an Australian made horn of either High or Low tone. Regardless of note, this was the standard Lucas 9H model horn of the period and was a direct replacement for the British part. The horn was activated by an earth-return spring button switch in the centre of the steering wheel.
Battery terminals remain somewhat of a mystery. BMC and/or Lucas Australia didn’t choose to follow the British standard ‘Divers Helmet’ lead cake terminals. As yet I haven’t found a Mk 1 Mini, ‘S’, Deluxe, or Mini Matic, that still retains it’s original terminals. The Mk 2 (K) range would adopt the pinch-bolt arrangement in moulded lead, which continued through to the end of production with the last Australian Moke in 1981. For the Mk 1 ‘S’, as with Deluxe and Mini Matic, the main battery cable was ‘P’ clipped to the underside of both front and rear sub frames. On early cars the cable was attached to the floor by a rolled lip and tangs and shielded by front and rear skid plates which were introduced to Australian cars to protect the Hydrolastic pipes. With the revised Australian floor pressing in 1967 (during the 2900 car number sequence) the rolled lip would be deleted in favour of more tangs and increased protection from a full length skid plate. At the solenoid end of the main cable, the terminal was rolled and soldered in place and fitted with a rubber, dome headed insulator. Later, replacement insulators would be of a more plastic appearance and cylindrical in shape. The same type of connection is found on the solenoid end of the starter cable, with a right angled terminal and heat shrink insulation at the starter end. The engine earth strap is of flat, uninsulated braid running from the inner right wing to the clutch housing and was in use until the end of Australian Mini production. This part was fitted to the power unit before the cars assembly and thus often received over spray of engine colour.
Lucas 2ST pushbutton starter solenoids were in place from inception, but would be superseded by the 4ST ‘square’ solenoids and a revised mounting bracket in the late 3900 car number series. The first of these 4ST solenoids were still pushbutton; the button being repositioned between the two main terminal posts. I am at odds to know which Lucas battery was fitted at the time. The Australian Workshop Manual TP 823C (1976), quotes the Lucas 12BT 48 or Lucas ‘Albert’ 3623, however this series of manuals is renowned for being inaccurate, vague and generally confusing. Lucas (1971, Equipment Specifications Australian Vehicles) list the 3619 for the Mini and the 3631 for the ‘S’. The battery was invariably a black cased unit, as was still the style and no doubt the smallest ‘torch’ battery that would start the car and last out the warranty. However, batteries of this period tended to be of larger construction than those of the seventies through to today. 1968 cars, and probably most other years, were delivered with a pink, Lucas Battery warranty/inspection card.
There does not appear to be a precise battery packing-piece listed for the era, such as the one fitted throughout the Clubman and Leyland Mini range. Again, this may relate to the size of batteries of the period. Different restraint hooks are also listed for the ‘S’, which may give some clue as to the correct battery, though only the shortest, British made hooks are readily available today. The actual battery restraint is also listed as being different from Mk1 & Mk 2 (K), but as so few of either have survived till now, most people use what ever fits best. According to all the Australian parts lists I could find, the ‘S’ was not fitted with the cardboard cover 14A 7020, nor it’s rubber strap and clip. This is no doubt because of the boot-board and probably because the damn thing is hard to remove with the boot-board bracket directly above. However, I have seen cars with the hook for the rubber strap that appear to have been in place since new.
For today’s owner, common sense suggests that you should use the biggest, meanest battery that will fit in the hole. Genuine Mini battery-boxes will just accept the standard Holden battery. For an ‘S’, central terminals are a wise choice.
Terminals to one side will either run close to the battery restraint, or the underside of the right-hand fuel tank. If you’ve really got money to spare, choose one with a vent tube, like on motor bikes or Jaguar XJ 40Õs; this will allow the corrosive battery vapour to vent outside the boot. There is also a plastic battery box liner available ex-UK, though it would seem that the bright spark who makes them based it on a reproduction box and it’s more than a tight fit in an original car. For the restorer, black case batteries abound, in various sizes and ratings as well as reproduced Lucas battery labels.
Positive earth polarity persisted with most of the range until about the time the 12AUW permanent magnet wiper motor was introduced, which was sometime in early 1968. Prior to this point cars were fitted with the DR3A self parking, one speed, wiper motor. This is a Lucas Australia product and bears an Australian part number stamped into the gear cover. However, the unit is virtually identical to the British part and probably only received final assembly in Australia. DR3As are a sturdy wiper motor but are more than old enough to require overhaul. When parts are available they tend to be expensive and it can be more economical to by a new complete unit or the bare motor without the main gear. Alternately, Mk 2 Jaguars can provide a two speed equivalent. The DR3A wiper motor was connected to Lucas wheelboxes mounted centrally on the scuttle. That is to say, both wheel boxes were an equal distance from the centre line of the car. As a replacement for the DR3A, Lucas Australia would manufacture its version of the British 14W, the 12AUW. Fitting of this wiper motor was accompanied by a new wiper rack, wheelboxes, arms, left hand park and longer, 11Ó wiper blades. This also required a different, uniquely Australian pressing for the windscreen scuttle panel and repositioning of the motor. For the ‘S’ this modification would first appear on car number 4029 (PUB1056M). Both motors used the Lucas 57SA, one position wiper switch. An advantage often missed by restorers with a 12AUW, is that the later two-speed motor is available and virtually indistinguishable. This can be sourced from some Clubmans and all Leyland Minis and is identical, save for two extra terminals. Similarly, Lucas make a compatible 57SA two-speed toggle switch.
Each Lucas wheel box was mounted to the scuttle by a chrome hexagonal nut and two black plastic bushes. This drove bright finished TRICO or TRICO Australia wiper arms and 10Ó heads. Australian wheel boxes used a chrome octagonal nut (which tends to grow into the aluminium wheel box), one black plastic and one alloy bush. Early arms and heads for this model appear to be of bright finish, but satin would eventually become the standard for safety reasons. It is also possible that the first cars with Australian wipers used a 10Ó head, but the assembly lends itself to using the maximum wipe possible.
Initial Power Units for the Mk 1 range were supplied from the U.K. complete with ancillaries. Once repainted in the local metallic green, except for the coil and starter solenoid (BMC Aust. 196? BMC’s incredible minis), they were ready for installation. Thus cars were fitted with British M35G starter motors and C40 Generators, even though equivalent base models had locally made parts. Sometime in 1968, with the change to negative earth, Australian starters and generators entered service. Although visually the same, close inspection reveals local identification numbers and Made in Australia stamped into the outer case. Locally supplied and fitted brushes were fractionally longer to allow for increased mileage. The C40 was also generally regarded as lasting for 40000 miles before needing repair, as with the C30, which had a 30000 mile range.
All dynamos were controlled by the RB106-2 Regulator. Base model Minis of 1965 still used a Lucas unit, but a local part was introduced at an unknown point. The Australian RB106-2 was a direct replacement and is virtually indistinguishable save for the Lucas Australia embossed cover. Voltage regulators were attached to the right hand inner wing by two long self tapping screws. ‘S’ regulators were mounted above the crossmember through two drilled holes, not into plastic nuts in front of the member as with base models. The regulator was relocated to this position to allow fitment of the Lockheed ‘Long Nose’ brake servo.
Relocated to above the blanked off air intake hole in the bulkhead is the 4FJ fuse box. This holds four fuses, two in use and two spare. All fuses are British standard 17 amp continuous 35 amp blow, which are 1.5Ó long. This is NOT the same as the slightly longer American standard fuses, which only rate the operating amperage and have a far higher blow rate. Maybe this is why Americans think Lucas looms run on smoke. The present replacement fuse box cover has scalloping in the sides to allow your fingers better grip, whereas earlier covers had flatter sides.
The 47SA ignition switch has three positions; off, ignition and start, and was fitted with a chrome spacer and locking ring, moving the key closer to the driver. Another unseen modification is to fit the four position ignition switch. This has an accessory position to the left of off and is still readily available. The ignition is fitted with a Wilmot Breeden barrel in the FS series and shares the same key as the drivers door and boot.
Of the five types of British under dash heater fitted to 60s Coopers worldwide, the Australian Mk 1 ‘S’ had the third style.
This unit was made by Smiths Industries in the UK and is primarily of tin construction and has a combined matrix and blower motor. Its facade is in a black, crackle finish, with a vertical vent control and an underslung, chrome toggle switch. Although the plastic heater was in UK production in 1968 it is not known to have been fitted in Australia until the local Mk 2 was released, along with all the complementing safety features. On both local models the fresh air ducting was deleted in favour of the Australian door’s quarter glass window. There is one significant difference in the tin heaters, which is the air intake. On early heaters this was also of metal, spot welded to the right hand side of the heater case. This would be replaced by a moulded plastic intake secured with pop-rivets. The all tin heater may have been superseded by time the Australian ‘S’ arrived, but these units still pop up regularly at swaps. The heater was mounted (hinged) by two hooks which were spot welded to the bulkhead. As these hooks were not standard on all models they can be used in conjunction with other features in identifying a true ‘S’ shell. The front of the heater was secured to the underside of the lower dash rail by two screws and spear nuts, providing ready access to switches and wiring.
Accessories:
With the possible exception of fleet orders, Mk 1 Cooper S left Zetland with NO accessories; only the standard fitment equipment that placed them above base models. Accessories such as Rev-Counters, radios, reverse lights and heated rear windows were often of dealer or subcontract fitment. As these may have been included prior to delivery, they have often been assumed to be ‘Factory Fitted’. Many of these items appear in various BMC publications of the period such as BMC Approved Accessory Catalogue, Special Tuning Parts List, and the dealer magazine, Partner. Similarly, any of the motoring magazines would have provided an ever growing list of Go Fast and luxury parts for the 60Õs Mini owner, even that vastly expensive Diamond Dot push button radio.
Lucas/Wipac produced a gearbox operated reverse light kit for the Mini and 1100 range which included auxiliary light units. However, a bright spark at Lucas or BMC modified the AL 136 tail light assembly with a twin filament indicator bulb holder. This part appeared on many Police specification cars, but for the restorer it represents another unseen improvement to make the Mini more livable.
The S.P.O. (Special Production Order) section of most Australian parts books tends to avoid the ‘S’ entirely. This is unlike the P.M.G. 850 Minis (S.P.O. no code number ), or the later Clubman and GT Police orders (S.P.O. 27 & S.P.O. 28 respectively). The only ‘S’ reference I could find was S.P.O. 16; ‘Vehicles Fitted With Lowered Frame - Front Seats, Mk11 Minor, Deluxe & Cooper S’ (PUB 1056M). Though this does seem appropriate, as with the possible exception of State or Federal Police, most fleet orders were not for the Cooper S but standard Minis and Morris 1100Õs. As with most initial orders, experimentation is also required before a final product is created and allocated a part number.
The Australian ‘S’ was in police hands prior to the well known Mk 2 variant. As evident from The BMC Rosette (February 65), which details the Canberra Police Force’s recent acquisition. Similarly, the well published photograph of two cars with drivers beside the Sydney Harbour Bridge, Clausager 1997 (Essential Mini Cooper). Perhaps a Police Historian boffin might be able to date the uniforms. The registration plate EDF-388 is approximately August to September 1966 and the other car bears EEZ-492. Nevertheless, little definitive information is available as to whether the Police Mk 1 was as well equipped as the Mk 2. If so, a wiring loom with provision for reverse lights and sundry other wires for hand brake warning lights may have been in limited production. Items such as siren, repositioned speedometer, radio-phone and the illuminated ‘Police Pull-Over’ sign, would have undoubtedly been fitted by the servicing dealer, contractor, or Police workshops.
With the ever increasing move towards local content, BMC and Lucas Australia developed a variety of locally designed and manufactured components. These improvements were introduced throughout the entire production run, even though years like 1968 saw major changes and a jump in local content. Some parts, such as horns were direct replacements for their British counterpart, others like wiper motors and wheel boxes were uniquely Australian and although superseding a British part, would not interchange with it (Australian Production Mini TP 759 A). These major changes were introduced to the entire Mini range, more or less at the same time. This again counters the concept of how ‘special’ many owners consider the ‘S’ to have been. Other British sourced Cooper S items; heater, speedometer, gauges, were supposedly part of CKD kits from Britain.
Therefore, travelling and storage time created greater variation in component production dates and differences between Australian and equivalent UK cars. However by this stage CKD kits for the ‘S’ were either getting very small, or BMC Australia was just ordering bulk quantities of specific parts. Correspondence with Anders Ditlev Clausager (British Motor Heritage), suggests that that CKD persisted throughout Australian ‘S’ production, but records were not kept of engine numbers or kit content.
Reference material for the period tends to be vague and usually requires a variety of sources to confirm points of interest. Doubtful areas are often cleared up by simply looking at the equivalent base model; the car on which the Australian ‘S’ was staged and assembled alongside. In writing this paper I’ve examined an array of documents, many of which were contradictory, as well as other research coupled with some Mini experience. I’ve no doubt made several mistakes that someone else already knows, or another’s further research might prove me wrong. With an ongoing exchange of supportable information, a definitive history of Australian Mini and Cooper S production may be established. A word to the wise, before you blurt out that your car is perfect, or the ever present retort of ‘that's the way it came from the factory’, have a look around, do some research and learn about the Mini and it’s achievements.
There is also a vast array of concealable improvements that can be made to this sixties electrical technology. I have briefly touched on some areas, but this topic alone could fill an entire paper.
As a footnote, Lucas Industries have acquired a dubious reputation over their many years in business (the better part of a century in fact). Even to the point where TAFE Colleges teach that Lucas is an inferior product that should be replaced at every opportunity. Joseph Lucas is still portrayed as the true Prince of Darkness, but in most instances this is undeserved. Lucas were at the forefront of automotive electrical technology for many years, with a multitude of their pioneering work being copied by their competitors. However, Lucas did fall into the trap of making components to the clients budget, which resulted in a decline in quality and a lack of innovation. Therefore creating opportunities for the opposition. Similarly, Hella and Bosch, or Botch, to those who have endured some of their products, followed suit and we now find Asian manufacturers making some of the best products available, even those made under Licence.
This is the final part of this paper. I hope you get some information that will help in your restoration project.
MARK PAGET.
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