This guide has been written for the Australian Mini Clubman GT (as distinct from the 1275GT available in the UK and several other markets). The Australian Clubman GT was sold in Australia and New Zealand in very low numbers, and was introduced to provide a replacement performance version of the Mini following the end of Cooper S production. These cars shared many features with their Cooper S predecessor, but have many of their own unique changes and characteristics. Due to their specifications, close links to the Cooper S and their involvement in motorsport, the GT is a highly desirable car among collectors. With some exceptions, prices paid for GTs are generally well above many other models in the Mini range.

The majority of Clubman GT cars were sold new in Australia, with an original retail price of $2,502 (AUD). A number of Australian built Clubman GTs were also exported to New Zealand in early 1973. Due to the low production numbers, information on these cars can be difficult to confirm, and we appreciate any information and assistance from owners and enthusiasts in adding to or improving the accuracy of information in this guide. For several examples of these cars, see Classic Register's Clubman GT Register.

Production numbers and period of manufacture:

Number Produced: 1200 (1001 sold in Australia, 198 in New Zealand (during 1973) and 1 to the United States).

Period of Manufacture: Production commenced July 1971 (available for sale to the public on the 16th August 1971). The GT is believed to have been built through to January 1973, with the last cars being complied in January 1973.

Please note, this guide has been written based on a variety of sources and enthusiast input. You should not rely on this guide to make any purchasing decision and we make no representation that all information is accurate. You should always seek independent professional advice when looking to purchase a unique car. If you have additional information, photographs or corrections you believe need to be made to this page, please contact us by clicking the button at the top, or by commenting below. Please follow us on Facebook to support the continued production and maintenance of these guides.



1. Exterior features - Leyland Mini Clubman GT (Australia)
  • The Australian Clubman GT was based on the MK1 Mini body with several modifications. Externally, the most notable changes were to the doors, and the front and back end sheet metal. The car retained external door hinges, but received new lift-up door handles and burst-proof door locks. GTs also benefited from the larger MK2 tail lamps, revised bumpers and had the 'square nose' front end (1971 being the first year these changes were applied to the Mini range in Australia).
  • All Clubman GTs were painted in a single colour (i.e. they were not available in two-tone). Paint colour availability has been outlined in Section 4 of this guide.
  • The vertical surface of the side sill panels (below the side chrome trim, between the wheel arches) was originally painted a satin black.
  • Twin fuel tanks were applied, with the two filler necks either side of the boot lid (as per Cooper S specification).
  • 'Clubman GT' badge was applied directly above the number plate on the boot lid.
  • 'GT' badge was applied on the lower passenger side of the front grille.
  • Square Leyland badges were affixed at the base of the A-pillars, just above the lower door hinges. These badges initially read "British Leyland" but were changed to read "Leyland Australia" from around April 1972 (Note, we have not confirmed evidence of a specific date for the changeover).
  • Stainless steel trim fitted around the door frames.
  • Front bumper bar under-riders.
  • Laminated windscreen.
  • A side mirror was an option (See section 8), and was usually fitted to the driver's side only.
  • Wheel arch flare support panels are spot-welded to the body, with plastic flares fitted on top, held in place by a plastic chrome finishing strip riveted to the flare support panel. These are the same arches as applied to the later Leyland Mini S, SS and LS cars, and the plastic chrome trim originally applied was the flat type (as opposed to the Cooper S fluted trim).
  • 10 X 4.5 inch 'Rostyle' steel wheels with 8 ventilation holes and 'Leyland' badged centre caps. Wheels were originally painted 'Silver Birch' metallic (Dulux code: 13260). 
  • GT decal stripe kit was unique to Australia, and runs across the bonnet and down the sides of the car, with a red “GT” printed at the ends of the decal on each side. These decals in either black or gold were optional, and not necessarily applied to all cars. The stripes were not applied to police ordered vehicles. Stripe colour availability based on paint colour is outlined in section 3 of this guide.
  • If a radio was optionally fitted (see Section 8), a lock-down antenna was mounted on the passenger mudguard. 
2. Interior features - Leyland Mini Clubman GT (Australia)
  • New interior trim designs accompanied the changes to the Australian Mini body described in section 1. Trim design and colour options for the Clubman GT have been outlined in greater detail in section 3 of this guide.
  • The main aspects of the re-designed interior for the Clubman model included new door cards and handles, a new upper and lower dash-pad design, a new instrument cluster and a new demisting unit / heater.
  • The upper dash-pad included a small swivel storage tray, and the lower pad included a revised central switch panel. The lower dash-pad switch panel design was unique to Australian minis and included 3 plastic rocker switches for the headlights, windscreen wipers and washers. There were also sliding heater and demisting controls below the rocker switches. The centre switch panel on the 1971 GT differs slightly in layout from later cars. The 1971 GTs have the 3 rocker switches aligned to the right, with a 'dummy' 4th left rocker switch position having a black 'Leyland' badge printed on the metal in the shape of a switch. This early switch panel also had a centrally positioned ignition. From January 1972 onward, the panel was revised with the 3 rocker switches spaced evenly apart, and the ignition was moved to the steering column. The position change for the ignition came as a response to a new Australian Design Rule ("ADR") requirement for a steering lock (see Section 8).
  • The British-spec (1275GT) triple-instrument cluster was applied to the Clubman GT, and uniquely included a 120mph speedometer, with the redline revised to 6,500rpm (up from 6,000rpm on the 1275GT). The instrument panel also included a combined fuel level and temperature gauge.
  • The new heater / demister design was introduced to all Australian Minis in 1971. These are a large plastic-bodied unit and are the same as applied to the later Australian Leyland Minis.
  • The front seats in all GTs and standard Clubmans had a new locking mechanism to prevent them from moving forward in a collision. GTs built and complied during 1971 had low backed front seats, and from January 1972 adjustable headrests were fitted to meet ADRs. Two styles of headrest were applied to the GT; larger headrests were fitted to most 1972 vehicles, with late 1972 / January 1973 cars fitted with a smaller headrest design (see images for a comparison).
  • Three-point seatbelts were standard on both the front and rear seats. These were non-inertia belts, and the B-pillars had small hooks for hanging the front buckles. The front seatbelt buckle anchor between the two front seats is a solid single unit (see images), which differs from the separate units used for the later Leyland Mini inertia front seatbelts.
  • A hardcover masonite / leatherboard material lined the inner boot lid, held in place with small chrome screws and upholstery washers. A vinyl covered boot board was also applied, fitted between the two tanks above the spare wheel, and lining up with the brackets and boot board retaining clip in the trunk (see images for more detail). These features were only applied to the Morris Cooper S and Clubman GT Minis in Australia.
  • A two-spoke steering wheel was originally fitted to the GT, similar in style to the MK2 Australian Morris Cooper S. Up to April 1972, the centre badge should read "British Leyland" and from around April 1972 onward, it should read "Leyland Australia". There are some exceptions that have been noted around the changeover time. A sports steering wheel was also listed as an option for the GT (see Section 8), however, we have not been able to confirm the exact type offered, whilst several enthusiasts have suggested a Moto-Lita style wheel was available.
  • GTs received a unique imitation timber brown gear shift knob with 'GT' badge on top. There has been some debate over whether these were fitted to all cars, with the conclusion being that the vast majority had these fitted.
  • A single-speaker push-button Leyland AM radio was optional equipment (see Section 8).
  • Larger 'square' brake and clutch pedals (as per Morris Cooper S design) were applied.
  • Inside of the windscreen, the A-pillars were painted a matt black (rather than body colour).
  • The GT was fitted with loop pile carpets, as opposed to the standard Clubman which received a vinyl floor covering as standard. Front floor mats were optional (see Section 8).
  • 1971 GTs were fitted with a small rear-vision mirror (approx. 6 inch x 2 inch), and had rectangular sun-visors (approx. 15 inch x 5 inch). New ADRs in January 1972 required a larger rear-view mirror, so these later cars had a revised larger mirror design with the sun-visor ends having an angled shape in the centre of the car to avoid hitting the wider mirror.
  • A number of early cars (those sighted all being 1971 built) were not fitted with an instrument lighting dimmer switch. These early cars are believed to have had the choke handle mounted on the RHS of the steering column, under the lower dash pad. Later cars (those sighted from 1972 onward) were fitted with the dimmer switch on the RHS of the steering column, with the choke handle mounted on the LHS of the steering column.
  • Soundproofing / insulation (hessian underlay material) was glued to the underside of the rear parcel shelf (as was applied to the Morris Cooper S). The same hessian material was also applied behind the dashboard on the bulkhead.
3. Original interior colours / fabrics - Leyland Mini Clubman GT (Australia)

Seat and door trim patterns:

The GT received a unique vinyl trim design, which actually differs slightly to its standard Clubman counterpart of the same era. We note that early GTs have a basket-weave trim pattern on the seat and door card inserts, whilst later cars replaced the basket-weave inserts with flat panels. Unfortunately, we have not been able to confirm precisely when this changeover occurred, but have provided examples in the images to show the difference in pattern between the earlier and later designs.

Regardless of whether the cars had the basket-weave or flat-panel design, these insert panels on the seats were rolled and stitched to the seat vinyl (as opposed to the standard Clubman - which had these insert panels simply embossed into the vinyl trim). Similarly, when it comes to the door cards and rear quarter cards on the GT, the insert panels are heat-welded onto the card trim material, whilst the standard Clubman cards were embossed. This difference means that genuine Clubman GT trim is extremely difficult to find, or accurately replicate.

 

Carpets and seatbelts:

Carpets in the GT were a loop pile design, having the same square grid foot-pad as the MK2 Morris Cooper S, also with toe pad on the inner-guard carpeted section. According to several owners of original cars, in the majority of cases the trim colour applied to the seats was also reflected in the carpet colour as well as in the seatbelt colour. There are, however, believed to be some exceptions to this.

 

Clubman GT trim colour availability:

The below table outlines the interior trim colours available on the Clubman GT cars from 1971 - 1973. These colours are based on a number of examples sighted, and Leyland specification sheets (attached in the images). Despite the options shown in the specification sheets, we have only been able to sight and obtain several examples of trim colours.  If any owners or enthusiasts out there have better images and examples, please contact us so we can improve this section.

Colour Name Notes Years
Black Common 71-73
Kidskin Common (very pale trim) 71-72
Navy None sighted 72-73
Casino Blue None sighted 72-73
Antique Parchment Darker than Kidskin 72-73
Cherry Red None sighted 72-73
Chestnut Common 72-73

 

 

 

 

 

 

 

4. Original Paint Colours / Codes - Leyland Mini Clubman GT (Australia)

Based on our research to date, the paint codes listed in the table below were available on the Australian Clubman GT. Should you have any information regarding additional colours not listed here, or have better examples of images we could use in this section, please contact us. The paint code was listed on a small decal next to the vehicle compliance plate, an example of which is provided in the images.

The Leyland and Dulux paint charts in the images have been displayed for historical purposes, and we note that these reflect the colours available across all cars in the BMC range during the relevant year, not necessarily the Clubman GT.

Clubman GT paint colours and codes:

Colour name Leyland (Aust.) code Dulux/Dulon code Years
Arianca Tan 7500 13785 71-72
Bold as Brass 8300 15089 71-73
Cadiz 9400 12627 71-73
Camino Gold 9600 12137 71-73
Country Cream 6100 15086 71-73
Crystal White 6400 11572 (HM 5919) 71-73
Gambier Turquoise 4700 12626 (HK 5429) 71-72
Hairy Lime   15571 73
Home On Th'orange   15416 73
Jet Red 2400 11574 71-73
Space Blue 4800 12520 71-73

 

 

 

 

 

 

 

 

 

 

Clubman GT stripe / decal colours:

Paint Colour name Decal colours available
Arianca Tan Black, Gold
Bold as Brass Black
Cadiz Black, Gold
Camino Gold Black
Country Cream Black, Gold
Crystal White Black, Gold
Gambier Turquoise Black
Hairy Lime Black
Home On Th'orange Black, Gold
Jet Red Black, Gold
Space Blue Black, Gold

 

 
5. Chassis number and body number - Leyland Mini Clubman GT (Australia)

Chassis number and prefix:

The Clubman GT has a chassis number prefix YG2S8, followed by a 3- or 4-digit unique car number. Car numbers commenced at 501.

The chassis number is stamped in two locations:

  1. Embossed on the vehicle's compliance plate, located on the driver's side inner fender within the engine bay;
  2. Stamped into the radiator shroud top panel, on the passenger's side inner mudguard. Two different stamping styles were applied. Style 1 had the chassis prefix stamped in smaller characters above the chassis number at the cabin end of the shroud. Style 2 was in the centre of the shroud on the same line, with the prefix separated from the chassis number by the gap in the radiator shroud. We have sighted a number of cars containing either of these styles, with an example of each provided in the images.

 

We note that stamped compliance plates can be purchased new and stamped to a customer's liking, and therefore the identity of a car should not be determined based on a compliance plate alone. The chassis number stamping in the body of the car is the most important of these two number locations, and should be assessed in conjunction with the body number outlined below.

 

Body number and prefix:

The body number of the GT is stamped into the bulkhead (behind the brake / clutch master cylinder). You will see a prefix of "M2" over "23" stamped (which identifies the shell as a Clubman GT). Below this, the body number of the car will be stamped. Body numbers commenced at 001, and therefore the body number will be approximately 500 units less than the car's chassis number (explained above).

6. Engine number prefixes and differences - Leyland Mini Clubman GT (Australia)

Engine number prefixes:

The engine prefix and number is located on the top of the engine block, directly under the number 1 spark plug. You will see a flat area where the number is punched in. Clubman GT’s always had the number punched into the block (i.e. - did not have a riveted tag). As these engines were produced in Britain, if you look closely at the engine number stamping area, you will notice the remains of the push-rivets which were used to affix the engine number plate on UK-spec vehicles. Several different engine number prefixes were applied to GT engine blocks between 1971 and 1973. The difference in specification between the engines is further outlined below.

 

Factory fitted engine numbers:

Prefix 1: 9F/Xe/Y - This prefix is as per the MK2 Cooper S, and was applied to very early GTs in 1971. The prefix will be followed by a 6-digit unique engine number in the range of 56300 – 56500. These engines are to Cooper S specification and included removable tappet covers on the rear of the engine block.

Prefix 2: 1200 - This prefix was applied to the vast majority of Clubman GTs, and has been sighted on cars as early as August 1971. During October 1971, these 1200 prefixed motors are believed to have become the exclusive engine fitted to all GTs through to late 1972. Other than the change in prefix, these engines were identical to the 9FXEY Cooper S engines.

Prefix 3: 1205 - This prefix was specific to police Clubman GTs ordered under Special Purchase Order 28 ("SPO. 28"). These engines were of the same specification as the 1200 prefixed engines, but had slightly different ancillaries as outlined under the police section in this guide. 

Prefix 4: 1206 - This prefix was introduced to the GT in late 1972. Unlike the engines outlined above, this block had a solid rear wall among other features, and was closer to the 1275GT model offered in the UK and some other markets.

Prefix 5: 1207 -This was the later prefix applied to police Clubman GTs ordered under Special Purchase Order 28 ("SPO. 28"). Like the 1206 prefixed engine above, this block had a solid rear wall among other features, but had slightly different ancillaries to the standard 1206 GT engine as outlined in the police section of this guide.

 

Non-production (replacement short engine) prefixes:

Different prefixes were applied to spare short engines (those not installed in cars from the factory). These are as follows:

Prefix 11201 or 1202 - These were a replacement short engine for the 9F/Xe/Y or 1200 prefixed engines fitted to the GT.

Prefix 3: 1208 - This was a replacement short engine for the 1206 prefixed engines fitted to the GT.

Prefix 3: 1209 - This was a replacement short engine for the 1205 and 1207 prefixed police engines fitted to the GT. This engine is believed to have had a solid rear block wall so was technically not an equivalent replacement for the 1205 block.

 

Differences between the engines:

The engine blocks originally applied to the GT broadly fall into two families: 

1.   9FXEY, 1200 and 1205 prefixed engines

  • Block rear wall: Removable valve stem covers on the rear of the block.
  • Crankshaft: The cranks applied to the GT engines were actually large journal 1275 cranks which were ground down to suit the main bearing widths of the small journal big ends (1.625 inch), and were cross-drilled. The crankshaft in a GT is stamped "AEG480". Although sharing this part number with the MK1 Cooper S, they are slightly different. Firstly, a MK1 Cooper S crank has the AEG480 in raised lettering cast into the crank (rather than stamped). Instead of being made with nitrided EN40B forged steel (as the MK1 and some early MK2 Cooper S cranks were), most MK2 Cooper S and Clubman GT cranks were made of EN16T steel, which underwent a tuftrided process. The tuftrided cranks originally had part number "12G1505" cast into them. Several people who have stripped down GT engines have noted that this 12G1505 number was partly ground off, with AEG480 stamped in its place.
  • Crank case ventilation: Early GT engines retained the Cooper S positive crank case ventilation (PCV) valve, which ran off the single oil separator placed on the rear passenger valve stem cover. However, by mid-1972, these engines were modified with the removal of the PCV valve, and instead ventilation was fed directly to the carbies via a "Y" piece and two connecting hoses running directly from the same oil separator / breather.

 

2.   1206 and 1207 prefixed engines

  • Block rear wall: These engines were rationalised large journal blocks, with a solid rear block wall (same spec as UK 1275GT).
  • Crankshaft: The crankshafts in these later engines were not cross-drilled, and had larger big ends (1.75 inch compared to 1.625 inch). These cranks are stamped with part number 12G1817, and were also tuftrided, using the EN16T steel. These engines naturally also had different main bearing caps to the earlier GT engines.
  • Crank case ventilation: Unlike the earlier Cooper S related engines, these engine blocks have 2 CCV points located in different positions to the earlier engines. One is located on the timing chain cover plate, and the other sits on the top of the clutch housing. These were fed directly to the carbies via a plastic 4-way adaptor.
  • Additional engine mount: An additional engine mount was fitted to these engines from the thermostat housing to the bulkhead, into a bracket next to the windscreen wiper motor. This was in addition to the mount running from the bulkhead under the brake/clutch master cylinder, which was also present on the earlier engines.
7. Mechanical Features - Australian Mini Clubman GT
  • Hydrolastic suspension was applied to the GT, evidenced by the hydrolastic hoses exiting from the top of the front suspension struts, and hydrolastic lines running underneath the body of the car to the rear sub-frame.
  • Twin 1.25 inch SU carburettors (unless a police spec vehicle) were fed through braided fuel lines.
  • The air filter assembly above the twin carbs contained 2 round Unipart air filters and had a squared-off edge at the back passenger side. The steel air box containing the filters has a thinner body section than MK1 and early MK2 Cooper S cars (1 & 5/8 inch vs 1 & 7/8 inch). These thinner filters were introduced at the end of MK2 Cooper S production. The GT air box had a Unipart sticker on the front (see images).
  • Twin fuel tanks left and right of the trunk lid, and a high capacity SU electric fuel pump (per Cooper S specification). The electric fuel pump is mounted on the rear sub-frame, with the breather valve visible on the vertical body panel under the rear passenger seat.
  • 7.5" front disc brakes and a PBR VH44 JA brake power booster. This should have patent number 260550 printed on it. The rear brakes were stepped drums (wider by 1”).
  • Large 3-core radiator with plastic fan.
  • Horizontally mounted 13-row oil cooler. This was mounted on two brackets which were welded to the inner-front valance panel. You will see two brackets pointing back into the engine bay at a slight angle.
  • 4-speed manual full synchromesh gearbox. This gearbox had "22G1128cast into the gearbox casing (the same as the MK2 Cooper S). This was connected to the drive shafts with Hardy Spicer universal joints (same as Cooper S).
  • Engines with a 1200 prefix had "MOWOG" embossed valve covers. Earlier GTs with a 9F engine prefix had non-embossed rocker covers. All rocker covers had a vented oil filler cap, with no breather pipe applied.
  • Crank case breathers differ between certain GT engines, and have been outlined in detail per section 6 of this guide.
  • Lucas 29D4 distributor (no vacuum advance should be fitted). This should have serial number AYG0175 stamped on it near the base.
  • Lucas 15AC alternator with external 8TR voltage regulator.
  • Lockheed alloy-body master cylinders were applied, with plastic tanks and caps with triangles on the top. 
  • Extractors were installed (original specifications to be confirmed).
  • Reverse lights were fitted as standard from 01/1972 per an ADR change. Prior to this, no reverse lights were applied (unless police spec). Reverse lamp fitted cars were connected to a switch on the gearbox, and had double filament bulbs in the rear indicators for this purpose (look for 4 wires to each tail lamp).
  • 10 X 4.5 inch 'Rostyle' steel wheels with 8 ventilation holes and 'Leyland' badged centre caps. Wheels were originally painted 'Silver Birch' metallic (Dulux code: 13260). 
8. Options and Australian Design Rule ("ADR") changes - Leyland Mini Clubman GT (Australia)

Clubman GT optional features:

The following optional features were available at additional cost. Note, additional options (such as a sunroof) may have been offered by dealers, but were not factory fitted unless for promotional cars.

Option Original price
Radio $70.77
Lockdown aerial $3.61
Exterior rear view mirror $6.45
Front floor mats $5.40
Body decals (bonnet & side stripes)  
Sports steering wheel (Moto-Lita style) $39.00

 

ADRs applicable to the Clubman GT:

The compliance plate on each GT states which ADRs apply to that particular vehicle. The date the vehicle was complied (rather than the vehicle build date) will determine which rules are applicable. The vast majority of ADRs relevant to the GT applied throughout the cars entire production period. However, there were several ADR changes part-way through GT production, causing certain variations between 1971 complied and later complied vehicles. Rather than listing all ADRs applicable to the GT, the below table summarises specifically the ADRs that caused changes in the GT part way through production. We note that several examples of these changes have been provided in the exterior/interior sections of this guide.

ADR code Date introduced ADR description Description
1 01/01/1972 Reversing signal lamps Double filament indicator lenses installed in all cars from 01/1972, wired up as reverse lamps.
11 01/01/1972 Internal sun-visors A revised design applied from 01/1972 due to the larger mirror required per ADR 14. See Interior Features section for size details.
14 01/01/1972 Rear vision mirrors A larger mirror was applied to cars from 01/1972 for greater visibility.
22 01/01/1972 Head restraints No headrests pre 1972. From 01/1972, a large style head rests was applied to the GT. However, a late style change saw later cars receive a smaller design headrest.

 

9. Police Vehicle Features - Leyland Mini Clubman GT (Australia)

The Clubman GT was the last of the performance Minis to be used by the Australian police (NSW Police Force) as a pursuit vehicle, with official police documentation confirming these vehicles were tuned to exceed 100 mph, built to BMC's Special Production Order #28 ("SPO 28") specification.

Police GTs were produced between September 1971 and March 1972, with the cars fairly quickly phased out in favour of vehicles like the Holden Torana. CAMS documentation relating to the police specification 1205 engines fitted to police GTs provides some evidence of the number of cars built, as this engine code was homologated with CAMS for racing purposes along with other GT engine prefixes. It is noted that only 108 of these 1205 engine cars were homologated in total. The following table outlines the number of police vehicles produced each month with the 1205 engine prefix:

Build month Number built
September 1971 27
October 1971 2
November 1971 32
December 1971 16
January 1972 13
February 1972 5
March 1972 13

 

Police specification vehicles are believed to have been delivered through dealer "Lark Hoskins" in Sydney. It is rumoured that the 13 final cars built in March 1972 never actually made it into police service, and were sold directly to the public.  Unfortunately, we do not have any information with respect to the number of cars fitted with the 1207 engine prefix, and have not sighted an example. If anyone has further details about these cars, please make contact with us.

 

Police GT Specifications:

The police GTs were fitted with a number of unique features which can distinguish them from standard production models. Many of these features were removed from the cars when they were sold to the public following service, however, there are certain traces of items that will indicate a police-spec vehicle.

Mechanical specifications of SPO 28:

  • Engine block prefix number: A prefix of 1205, 1207 (or if a replacement block, 1209) were applied. See the differences listed in Section 8 of this guide. According to data submitted to CAMS, 108 "1205" prefixed motors were produced.
  • Fuel system: Twin 1.5 inch SU HS4 carburettors, blue springs, BG needles.
  • Air cleaners: LYNX Ramflo filters, to be serviced every 2000 miles.
  • Distributor: Standard AYG0175 (Lucas 62941090). Contact points (Lucas GL568) with fibre rubbing block.
  • Spark plugs: Champion N6Y.
  • Camshaft: The first six vehicles were fitted with part number C/AEA731 (24°-64°, 59°-29°). Later vehicles were fitted with part number C/AEA800. This later part had provision for the spider type oil pump drive.
  • Valve springs: Outer C-AEA524 (8 off), Inner C-AEA652 (8 off), locating Collar C-AEA654 (8 off).
  • Cylinder head: Standard cylinder head, with modified ports to improve performance.
  • Tyres: Goodyear sports radials.
  • Brakes: Hardie Ferodo DP11 brake pads (rated to 610°C).
  • Tuning: Tappet clearance .015" when hot. Timing 3° max BTDC @500RPM (not static).
  • Reverse lamps: Despite some cars pre-dating the requiring ADR rule, all police GTs were fitted with reverse lamps in the rear indicators through double filament bulbs.

 

Exterior identifiers:

  • Mesh sun-visor over front windscreen, evidenced by 3 drill holes present on the upper A-pillar body seam.
  • Perspex weather shield on the driver's door.
  • Two-way radio and aerial: There should be 2 holes down either B-pillar (next to the hinge for the rear side window), or down the A-pillar (between the windscreen and the passenger door). These holes were used to harness the police radio antenna cable.
  • Siren: 2 holes about 8mm diameter should appear on the inner guard just below the air intake, evidencing where the siren was mounted.
  • Sump guard: 3 holes for mounting the guard should be present in the front cross-member of the front sub-frame.
  • Lucas spotlights were mounted on the front bumper bar: Look for 2 holes on the bumper, and holes either side of the front valance panel (just behind the grill), where cables for the lamps ran.
  • No exterior GT stripes were applied to police cars.

 

Interior identifiers:

  • Handbrake warning light on the silver central switch panel. This is located between the wiper and headlight rocker switch on the panel fascia. You should also be able to find the wire and switch for the light located at the handbrake base. The wire from the handbrake bracket should be green with purple trace. The wire from the light on the dash to the power source should be green without trace. 
  • A police badge was affixed to the lower dash pad on the passenger side. Two holes in the vinyl pad should be present where this was mounted.
  • A fire extinguisher was attached to the inner passenger wheel arch. You should see two holes near the door rubber evidencing the mounting point. In some cases these may have been mounted on the seat cross member, or remote change gear tunnel.
  • Holes under the passenger side lower dash pad for the AWA 25M radio. These were also sometimes mounted under the rear seat.
  • Switch panel for the siren and driving lights (not present in any car sold to the public).
  • Lowered seat frames (by approximately 1 inch) evidenced by new welds on the vertical parts of the seat base frames.
10. Original documentation - Leyland Mini Clubman GT (Australia)

Attached is a small collection of original documents, articles and extracts related to the Australian Clubman GT. The intention is to display these here for historical purposes.

If anyone has copies of early documentation (such as brochures, reviews, advertisements or specification sheets), please contact us so we can display the information. 

Please note, all documentation placed here is not owned by Classic Register, and is for historical reference and educational purposes only. Upon request from any original copyright owner, the material will be removed. 

11. References - Leyland Mini Clubman GT (Australia)

We are still seeking additional information on these cars and would appreciate any input and evidence that can be provided. During our research we have struggled to confirm a number of items, and have summarised below a list of information necessary to complete this page. If you are able to assist with any of these items, please email us at classicregister@gmail.com.

 

Images needed:

  • Images of Cherry red, Casino Blue or Navy interiors (including seatbelts and original carpets in these colours).
  • Images of any police specification cars and period police equipment.
  • Examples of the GT in paint colours “Country Cream” and “Hairy Lime”.
  • Close up shots of both “British Leyland” and “Leyland Australia” badges on the lower A-pillar (in front of the doors) and also on the steering wheel.
  • Any images of the optional steering wheel as fitted to the GT.
  • Images of the fuel pump breather valve hole under the rear passenger seat area. 
  • Better quality images of the crank case breather / oil separators on both Cooper S and non-Cooper S based GT engines. In particular, a close up of the timing cover breather would be useful.
  • Early and late rear-view mirror and sun-visor images.

 

Other details required:

  • Standard exhaust diameter and details of the extractors applied to the GT.
  • Any original documentation (e.g. promotional brochures, sales documentation or CAMS racing documentation).
  • Any additional information with respect to police force GTs and their specifications.

 

Sources / acknowledgements:

The following sources, alongside input from many owners and enthusiasts and our own inspection of cars has contributed to the creation of this page: