This identification guide has been written the Morris MK1 Cooper S (970cc) produced for a 10 month period from 1964 to 1965. Follow this link for the equivalent 970cc Austin Cooper S. The 970cc Cooper S was a special-order homologation derivative produced by BMC to allow the Cooper S to compete in Group 1 racing events,1 and is noted in particular for its victory in the 1964 European Touring Car Championship.2

The 970cc Cooper S was the lowest production British-built Cooper S, and was manufactured alongside both the 1071cc and 1275cc Cooper S at the Longbridge plant in the UK,3 with export markets believed to have included South Africa, Rhodesia (Zimbabwe), Ireland, Belgium, and Chile. Although the performance of the 970cc Cooper S is inferior to the later 1275cc models, the scarcity of this model and its ability to compete in the under 1000cc racing class make it particularly desirable, and this guide intends to provide a detailed outline of the original specification for the benefit of enthusiasts and restorers.

Period of manufacture:

June 1964 – April 19654

Number produced:

Homologation regulations at the time required 1000 units to be produced within one year, however, several sources confirm that 963 units are believed to have been built.5 This figure includes 481 Austin and 482 Morris derivatives.6 The British market received 397 of the Morris cars, and export markets received 85.7 We have not yet been able to obtain information with respect to export numbers on a country basis.

1. Exterior Features - Morris Cooper S (970cc)

Based on the MK1 body, the 970 S shared many features with the MK1 Cooper, and other MK1 Cooper S models. Many features also carried over to the MK2 Cooper and Cooper S, and therefore features mentioned in this section are not necessarily unique to the MK1, or the 970cc cars (unless specified).

  • External door hinges and horizontally sliding windows. The windows should have a stainless steel surround over the door frame, and along the base of the window finishing strip.8 The 970 S should not have the chrome-plated safety bosses applied to the door handles, as these were only introduced from January 1966.9
  • Front and rear chrome plated bumper bars were fitted with over-riders and tubular corner / nerf bars.
  • Chrome plated grille surround (and moustache extensions at either end). The Morris grille is identified by its seven chromed horizontal slats (as opposed to the Austin which received a stainless steel grille with 10 thin slats).
  • The front bonnet badge states "MORRIS COOPER", with a small chrome "S" badge fixed directly above. The bootlid received “MORRIS COOPER” and "S" cast block text badging above the number plate. 
  • Ribbed De Luxe wheel arch / sill trim was applied to each side of the car, made from a chrome finished PVC material.
  • Either Triplex or British industrecto safety glass was applied to the cars, and if original should contain a date code which can be useful in confirming a cars production date.10 Zone toughened glass was applied to all 970 S windscreens, and toughened glass to the rear. A laminated windscreen is believed to have been optional in UK cars, and certain export markets are believed to have received laminated windscreens as standard.11
  • A single left hand side fuel tank was fitted to the 970 S as standard. A right hand tank was an option. Tanks were fitted with a non-lockable screw-on chrome fuel cap.12
  • The MK1 Cooper S models were fitted standard with 10 x 3.5 inch wheels with 9 ventilation holes around the hub. 4.5 x 10 inch ventilated wheels were available as an option. Both types of wheel were painted Old English White (Code: WT3), and received a central stainless steel hubcap. Wheels were originally fitted with Dunlop radial SP41 (145-10) tyres (which were standardised on all Cooper S models from March 1964).13 An alternative competition tyre was available from the factory, being the Dunlop 500L x 10 radial.14
  • The tail light lenses fitted had separate amber and red lense pieces (they were not one piece like later items).15
  • Headlamps fitted are a Lucus type 700, and have a convex lense.
  • Both two-tone and special order mono-tone paint schemes were available16 and the BMC parts manual lists the official paint scheme combinations, as outlined in section 3 of this guide.17
  • In the event that a radio was optioned (although uncommon on 970cc homologation cars), a front-centre roof mounted aerial was fitted. 18
  • Remember to add the initial price of 693GBP to the intro once error is fixed. - comes from the complete catalogue of the mini, page 48.
2. Interior features - Morris Cooper S (970cc)

As with the exterior features of the 970 S, many interior features are shared with the MK1 Cooper, and other MK1 Cooper S models. The features mentioned in this section are therefore not necessarily unique to the the 970cc cars (unless specified).

  • All MK1 Cooper S vehicles received two-tone vinyl leather cloth.19 There were 5 trim colour combinations applied to the MK1 Cooper S, and these were dependent on the vehicle's exterior paint colour.20 The various seat and door card trim colour options have been outlined in section 3 of this guide, along with a more detailed decription of the trim style.
  • All 970cc Cooper S cars were fitted with non-reclining front seats. However, from October 1964 (body number 32193), revised pivot brackets were introduced providing 3 additional settings which allowed some flexibility with the seat position.21
  • Seatbelts were rarely applied to the pre-1965 vehicles. However, if seatbelts were fitted they were 3-point, and were only fitted to the front seats. Original belts had a grey webbing with chromed buckles.22
  • The boot layout was the same as other mini saloons, with a removeable carpeted boot board (made of plywood) usually trimmed in the same colour as the vehicle's interior carpets. To support the boot board, two support brackets are spot welded to the rear seat back / rear bulkhead, and three supports were fitted at the rear edge of the boot floor. If a right hand tank was optioned, the board was naturally thinner, and the right-side supports at the boot floor edge was repositioned closer to the centre of the car. 
  • The battery was covered by a fibre-board box. A hardcover leatherboard lining was fitted to the inside of the boot-lid, secured by small screws and uphulstery dress-washers around the edge.
  • Central instrument cluster contained a 120mph speedometer, fuel gauge, temperature gauge and oil pressure gauge. The oil and temp gauges had triangular section chrome bezels, and the housing of the instruments in the MK1 had 4 exposed chrome plated screws in the face (revised and hidden in the MK2).23
  • The speedometer applied was the early type SN4479, which was replaced by the SN4417 in September 1964 (from body number 31223). This model reads to 120mph / 195kph.24 Like all Cooper S speedometers, these had a black face with white markings, incorporating a mileage counter and fuel gauge at the base.25
  • The De-Luxe chrome trim was always applied to the Cooper S central switch panel on the lower dash rail, with the background painted Cumulus Grey (Code XXXX).26 Controls on the switch panel included heater control, windscreen wipers, ignition, headlights and choke.
  • Steering wheel, shroud and insicator stalks were the same specification as the standard MK1 Mini. The steering wheel contained a small "M" Morris badge in the centre, and the indicator stalk had the green flasher on the tip.
  • A metal-bodied single leaver Smiths recirculating heater was fitted as standard.
  • The rear view mirror and sun-visor design will depend on the vehicle's build date. Cars prior to late September 1964 will have a rear view mirror with cast metal fixing bracket, with a black crackle paint finish over the whole housing. The sun-visors on these earlier cars were the non-padded variety, with a chrome swivel bracket mounted centrally on the visor. From late September 1964 (body number 31484), the rear view mirror was encased in an off-white plastic, and revised sun visors (longer and padded) were fixed at the outer corners of the cant rail, with hooks placed on the door apertures allowing them to be used for side glare protection. (see examples in the images).27
  • Two possible sun-visor designs were applied: The early type having a single chrome hinge attached to the roof frame, the later type having a chrome bracket at the outside ege, and a locating peg at the inside edge. Changeover to the later type is believed was September 1964.28
  • The upper and lower dashboard rails were both covered in black vinyl trim on the MK1 Cooper and Cooper S cars. On the top dash rail, a chrome solid-top (non-vented) ash tray was fitted, along with black painted demister vents.29
  • The carpets applied were of a wool twist-pile material, and had a separate felt underlay. They were fitted in a front and rear piece, and held in place on the inner sills by press-studs. A rubber heel mat is fitted to the driver's side, and a toe board where the headlamp dipper switch protrudes through the carpet. Grey plastic strips were fixed with rivets to the rear carpet to allow the seat frame to rest on top.30 The carpets in the 970cc Cooper S were a wool twist-pile, and did not receive the Veltone carpets which were introduced in late 1965).31


3. Paint and trim - Morris Cooper S (970cc)

Paint colours:32

The below table provides a relatively comprehensive list of the colours available, however, as further noted in John Parnell's book (reference) there is concensus that additional colours were also available by special order. For example, a popular special order monotone colour on the MK1 was black. As a result, the below table provides only a guide as to the most common off-the-shelf paint options.

Interior colours:33

1. Seats: Seat trim was upholstered in a vinyl leathercloth material, and the colours were coordinated based on the exterior paint colour of the vehicle. A two-tone colour scheme with contrasting pleat inserts applied, however, like with the paint options, special order colours were also available. (describe number of pleats etc)

2. Door and rear quarter card panels (liners): These were trimmed in either Dove Grey or Gold Brocade Grey. (describe number of pleats etc)

3. Carpets: Colour options were determined by the seat trim colour option (as outlined below). Carpets were a wool loop pile, and the majority of 970cc cars are believed to have had the boot board trim matched to the vehicle's interior carpet colour.

4. Roof lining and sun-visors: These were trimmed the same material and cream colour as contemporary Mini saloons.

Colour options:34

The MK1 Cooper S paint and interior trim colours are defined by the BMC parts manual AKD 3510, which have been listed in the table below for the specific period during which the 970cc Cooper S was produced. Note: As this table represents colour availability between June 1964 – April 1965, several other MK1 Cooper S colours are not listed which may have applied before or after the 970 S.


Paint colour / BMC code Seat trim Liners Carpets

Almond Green (Code: GN 37)

Old English White roof (Code: WT 3)

Porcelain Green / Dove Grey Dove Grey Cumulus Grey

Old English White (Code: WT 3)

Black roof (Code: BK 1)

Tartan Red / Gold Brocade Grey Gold Brocade Grey Tartan Red

Fiesta Yellow (Code: YL 11)

Old English White roof (Code: WT 3)

Powder Blue / Gold Brocade Grey Gold Brocade Grey Powder Blue

Surf Blue (Code: BU35)

Old English White roof (Code: WT 3)

Powder Blue / Gold Brocade Grey Gold Brocade Grey Powder Blue

Tartan Red (Code: RD 9)

Black roof (Code: BK 1)

Tartan Red / Gold Brocade Grey Gold Brocade Grey Tartan Red

Tweed Grey (GR4) 

Old English White roof (Code: WT 3)

Dove Grey / Dark Grey Dove Grey Cumulus Grey


4. Test


5. ID Numbers - Morris Cooper S (970cc)

Chassis prefix and number:35

All British MK1 Morris Cooper S vehicles had a chassis prefix of:

  • Right hand drive model prefix: K-A2S4
  • Left hand drive model prefix: K-A2S4L

The 970cc Cooper S had a chassis number following that prefix which will be in the range of  550501 - 550980. The vehicle's chassis numbers were allocated based on the vehicle's build sequence. John Parnell's research suggests that the 970 Cooper S was built in two batches of around 500 cars each.36

The chassis prefix and number are reverse stamped / embossed on the small aluminium ID tag secured with self-tapping screws to the top of the radiator cowling (between the radiator and inner mudguard, as show in the images).


Body Number:37

A Morris Cooper S 970cc should have a body number in the range between 16366 - 27246. Cooper S models had an exclusive body number sequence identified by the beginning prefix letter “A”, followed by a 5 digit unique number. The body number was stamped on a metal plate, approximately 3 inches long, spot welded to the bonnet slam panel as shown in the images 


Build dates:

Acurate build dates for the 970cc Cooper S can be obtained through the Heritage Motor Museum's services, who should be able to provide a heritage certificate for cars at a small cost.

6. Engine ID - Morris Cooper S (970cc)

Engine information and specifications:38

The 970cc Cooper S engine was introduced to allow the Cooper S to compete in Group 1 racing, and the high-revving engine design made it great success in this respect. Among other small items, the engine block crankshaft, conrods, pushrods and flat-top pistons are unique to the 970cc unit. Below in Table 1 we have listed various specifications / details of the 970cc engine, which are further complemented by the table 2 which provides the specific production changes that occurred to various engine accessories.

Table 1: Engine specifications39

Item Description
Engine type 4-cylinder 970cc 8-valve pushrod engine
Engine bore 70.6mm
Engine stroke 61.91mm
Compression Ratio 10:1 (Althoiugh 11:1 was available for competition use) - see James Taylor, page 84.
Power 65bhp (48.5kw) at 6,500rpm 
Torque 77.3Nm of torque at 5,000rpm

Cylinder head number:41

The 970 Cooper S cylinder head was based on the '11-stud' design (fixed to the block by 10 studs and one bolt). An original 970cc cyinder head should have a casting number of AEG163. This head was introduced in late 1963, and fitted to Cooper S cars through until 1969, therefore covering the entire 970cc production period.

Engine prefix and number:41

The 970cc Cooper S engine had its own distinct engine prefix, and that prefix changed at various points throughout production due to specific changes made to the engines over the 9-month period. The 970cc engine prefixes are outlined in the below table, along with their respective engine numbers in the range of 29001 - 30029. This information was originally sourced from the BMC service parts list, which was reproduced in John Parnell's Book 'Original Mini Cooper and Cooper S'.

Engine number location:

The engine number is embossed into a tag, riveted to the top edge of the vehicle's engine block. This is located on the top front edge of the engine block, above the generator. See images for a better description of this location and examples of the 970cc stamping.

Table 2: Engine prefixes and production changes:42

Engine Prefix Engine numbers From date Comments
9F-SA-X 29001 - 29003 June 1964 970cc engine fitted with diaphram clutch, rationalised breathing system, vent pipe fitted to left hand side of roker cover. From June 1964.
9FD-SA-X  29004 - 29036 June 1964 970cc engine with positive crank case ventilation, control valve connected to inlet manifold and an oil separator fitted to the left side of the rocker cover. The breather pipe was deleted from the rocket cover on this model.
9FE-SA-X 29037 August 1964 Engine prefix changes to "FE" to indicate carburettor crankcase ventilation, but engine itself is unchanged from previous.
29038 August 1964 Modified oil separator / breather control. Pressure switch fitted to oil filter mounting head. 
9F-SA-X 29039 - 29040 August 1964 Engine unchanged, but "E" dropped from prefix.
29041 - 29546 August 1964 'A' type gears replaced 'B' type gears, and laygear type '22G 204' was replaced with type '22G 232'.
29547 - 29921 October 1964 The oil filter head mounting, and the oil sump were improved. 
29922 - 29931 March 1965 Washers between transmission case / engine block given additional overlap to stop leaks.
29932 - 30029 March 1965 Silicon rubber oil seal introduced on the primary gear.



6. Gearbox head ID - Morris Cooper S (970cc)

Gearbox casting numbers:43

The 970 Cooper S was fitted with a 3-synchro gearbox (synchromesh on gears 2 - 4). Two gearbox casting numbers were applied to the front of the gearbox casing (adjascent to the oil filter bowl), and the casting number applied will will be one of two possible codes as outlined below.​

1. Gearbox number 22G190 (Fitted with 'Type A' gears and 22G 204 laygear) This gearbox was fitted to 970cc engines numbered 29001 - 29040.

The following ratios applied:

  • 1st: 3.2:1 
  • 2nd: 1.916:1
  • 3rd: 1.357:1
  • 4th: 1.00:1
  • Reverse: 3.2:1
  • Final drive: 3.76:1


2. Gearbox number 22G333 (Fitted with Type B gears and 22G 232 laygear) This gearbox was fitted to engines from 29041 - 30029.

In these later gearboxes, the same gear ratios as the earlier 22G190 gearbox applied, however, several changes were made to improve durability, including:

  • Needle roller bearings replaced the plain bushes on 2nd and 3rd gear
  • Helix angle reduced
  • Larger contact area created for the selector forks
  • Caged roller bearing replaced sleeved roller bearing on the first motion shaft.


3. Optional close-ratio gearbox

An optoinal close ratio gearbox was available from March 1964, inline with the launch of the 970 and 1275cc Cooper S models to satisfy customers using the vehicles for racing. It is our understanding that the close ratio box was available with either the 22G190 or the 22G333 box, and no separate identification number was applied to the casing of a close ratio box - since the internals were the only thing altered. The close ratio gearboxes were available with several final drive and gear ratio options (many of which are very rare),See page 39 John Parnell however, the ratios publicised were the following: 

  • 1st: 2.57:1 
  • 2nd: 1.78:1
  • 3rd: 1.242:1
  • 4th: 1.0:1
  • Reverse: 2.57:1
  • Final drive: 3.44:1
7. Mechanical specs - Morris Cooper S (970cc)

In addition to the engine and gearbox specifications listed in the previous two sections, the 970cc Cooper S had the following mechanical features:44


Intake and exhaust:45

  • Twin 1 ¼ SU HS2 carburetors with single black painted air box with a manufacturers label "Coopers" on the front, containing two round paper filters.
  • 3-branch unpainted exhaust manifold / extractors.
  • Electric fuel pump located in the left side of the rear subframe (SU type SP, coded AUF 201).
  • Single 5.5 gallon left hand side fuel tank, with optional 5.5 gallon right side tank available at extra cost.


Cooling system:46

  • 16-blade steel radiator fan, and water pump pulley were painted yellow (closest colour is Datsun Deep Yellow).
  • 13-grille-per-inch radiators were installed on vehicles up to November 1964. From November 1964, a 16-grille-per-inch radiator was introduced.
  • 7psi radiator cap.
  • Optional 13-row oil cooler (popular on race cars before becoming a standard piece of equipment in January 1966). This was mounted vertically on the engine, just below the dynamo.


Handling and driveline (wheels, tyres, suspension, driveshafts):47

  • 3.50B x 10 inch wheels with 9 ventilation holes around the hub. 4.5j x 10 inch ventilated wheels were available as an option. Wheels were painted Old English White (Code: WT3), and received a central stainless steel hubcap.
  • Standard tyres were radial ply Dunlop SP41 145 SR10. An alternative competition tyre available was the Dunlop 500LX10 Radial.
  • Suspension on Cooper S vehicles changed in September 1964 from a dry rubber cone system to a liquid 263psi hydrolastic system. On the Morris 970cc Cooper S, the changeover occurred at the following chassis numbers (according to BMC service literature):
    • Right hand drive: Car number 550793
    • Left hand drive: Car number 550799
  • Rubber universal joint couplings were fitted to all 970cc vehicles (as opopsed to the later and stronger the Hardy Spicer CV joints).



  • 7 ½ inch front disc brakes that had a vacuum servo assisted brake power booster. The booster was a 5.5 inch Lockheed brake model, fixed to the right hand inner-mudguard.
  • The brake master cylinder had a larger bore than the standard Cooper, and was also taller at 75mm (vs 60mm). 
  • Rear drum brakes which incorporated a spacer in the casting, allowing the rear track to match the front track made wider by the discs.
  • Brake pedal is thicker than the standard mini, and thicker than the clutch pedal.


Other engine characteristics:49

  • Engines were painted BMC Engine Green, however, this had no specific mixing formula, and the closest match is Land Rover M10 Bronze Green. The entire engine unit including gearbox was painted at once, with the dynamo, starter motor, distributor and clutch slave cylinder already fitted.
  • 1 11/16 Welch (core) plugs in blocks.
  • Removable tappet chest / pushrod covers on rear of engine block.​
  • Black plastic oil filler cap.



  • Lucus 34Ah or 43Ah type battery. The 34Ah battery included types BLT7A and BLTZ7A. The 43Ah battery included types BT7A and BTZ7A batteries. The Z code indicated whether the batter was dry-charged - as was the case on export vehicles.
  • Lucus Type M35G starter motor.
  • Lucus C40 type dynamo (model 22742A/D) as fitted to cars between 1964 - 1966.
  • Lucus 23D4 distributor (part number 40819E/H).
  • Lucus HA12 coil (part number 45102F/H).
  • Lucus Type 700 headlamps.
  • Lucus 9H type horn.



  • 11:1 compression ratio available (intended for competition use).
  • Close ratio gearbox (See section X above).
  • Right hand fuel tank (either 10 gallon or 5.5 gallon second tank options available).
  • 13-row oil cooler.
  • 4.5 x 10 inch ventilated wheels.
  • Dunlop 500LX10 Radial (competition tyres).
  • Close ratio gearbox (see above section 6).
  • Optional Kangol or Britax seatbelts until they became compulsory in January 1965 on British vehicles. (Export markets may have had these fitted standard). Kangol belts had a charcoal grey webbing and aluminium buckles, with releases made of black plastic. Britax belts have a pale silver webbing, with a quick release interlocking (aircraft style) buckle. Ineria reel belts also became an option in 1965 (specific timing unconfirmed).
  • Optional sump-guard.See Original Mini Cooper and Cooper S, page 9.
  • A large number of additional performance parts options were available aftermarket. See those listed on Page 47 of John Parnell's book.


Production date stamping

Certain components on Mark I cars were stamped with a production date (month and year - eg., 10/64 for October 1964). These dates can be useful for working out the age of a car, or judging the originality of its components. The following parts are known to be date stamped: (bootlid lock, brake drums, coil, distributor, dynamo, floor start button, fusebox, glass (using the Triplex system of placed dots under the letters), headlamp bowls, horn push surround, ignition switch, indicator arm, light dip switch & light switch, regulator, starter, wiper motor & wiper switch.

8. References - Morris Cooper S (970cc)

Please note, this guide has been written based on a variety of sources and enthusiast input, many of which are referenced via end-notes and additional references. However, 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 or comment below.

The following sources, among input from many enthusiasts, have contributed to the creation of this page. If you have any further information you believe can be added, please let us know by contacting us or commenting below.

End Notes:

  1. Factory-Original Mini MKI and MKII, by James Taylor, page 75 and The Complete Catalogue of the Mini, page 48.
  2. ETCC victory confirmed in 'The Complete catalogue of the Mini', by Chris Rees, page 41, and confirmed by historical records on Wikipedia.
  3. Longbridge producton confirmed in: Factory-Original Mini MKI and MKII, by James Taylor, page 75.
  4. Mini Cooper The Real Thing, by John Tipler, p. 27 confirms production between June 1964 and April 1965. Also confirmed in The Complete catalogue of the Mini, p48.
  5. Factory-Original Mini MKI and MKII, by James Taylor, page 75.
  6. Production numbers confirmed by The Complete Catalogue of the Mini, page 48, and Original Mini Cooper and Cooper S, p.50
  7. Precise production number details provided by Original Mini Cooper and Cooper S by John Parnell.
  8. MK1 Cooper and Cooper S window trim confirmed by Original Mini Cooper & Cooper S, p.19.
  9. Introduction of the door handle safert boss was not until 1966 per Original Mini Cooper & Cooper S, p.19.
  10. Glass types applied confirmed in Original Mini Cooper and Cooper S, page 20.
  11. Glass types applied confirmed in Original Mini Cooper and Cooper S, page 20. Note - this information was referenced to the Cooper S MK1 generally, and may not specifically apply to the 970 S.
  12. Fiel tanks fitted standard and optional confirmed in  Factry Original Mini MK1 and MK 2, page 77 and Original Mini Cooper and Cooper S p.16.
  13. Wheel specifications confirmed in Factory Original Mini MK1 & MK2, page 88, and Original Mini Cooper and Cooper S p.43.
  14. Additional wheel specifications confirmed in Factory Original Mini MK1 & MK2, page 88.
  15. Tail lamo lens types confirmed in Original Mini Cooper and Cooper S, p.45.
  16. Available paint schemes as discussed in Original Mini Cooper and Cooper S, page 50, and Factory Original Mini MK1 & MK2, page 80.
  17. Paint schemed confirmed in BMC Parts manual AKD 3510.
  18. Fitment of aerial confirmed in Factory-Original Mini Mk1 & Mk2, page 77.
  19. Factory Original Mini MK1 & MK2, pages 80 and 94 and Original Mini Cooper and COoper S, page 22.
  20. Factory Original Mini MK1 & MK2, pages 80
  21. Original Mini Cooper and Cooper S, page 23
  22. Factory Original Mini MK1 & MK2, page 94.
  23. Factory Original Mini MK1 & MK2 page 89 - 91.
  24. Original Mini Cooper and Cooper S, p. 29-30.
  25. Factory Original Mini MK1 & MK2 page 89 and Original Mini Cooper and Cooper S, page 29.
  26. Original Mini Cooper and Cooper S, page 31.
  27. Original Mini Cooper and Cooper S, page 28.
  28. Factory Original Mini MK1 & MK2 page 92
  29. Factory Original Mini MK1 & MK2 page 89 and original mini cooper and cooper s, page 25.
  30. Original Mini COoper and Cooper S page 24
  31. Factory Original Mini MK1 & MK2, page 93, and Original Mini Cooper and Cooper S, page 24
  32. both John Parnell page 51 and James Taylor's book, page 80
  33. both John Parnell page 51 and James Taylor's book, page 80
  34. both John Parnell page 51 and James Taylor's book, page 80
  35. Referemce john Parnell,page 48, and Factory original mk1 and mk2, page 76
  36. Reference - James Taylor's Book factory original mk1 and 2 minis, page 76, and John Parnell, page 48. 
  37. Reference John Parnell, page 48, and Factory original mk1 and mk2, page 76
  38. John Parnell page 33, 35 and 51, plus James Taylor, page 84.
  39. John Parnell page 33, 35 and 51, plus James Taylor, page 84.
  40. Reference also, plus John Parnell page 34-35
  41. Reference: See page 84 of Factory original Mini MK1  - James Taylor, Mini Cooper, the real thing, page 27, and John Parnell, page 51.
  42. John Parnell, page 51
  43. Se John Parnell p.38-39. see also See also page 86 of James Taylor's book.
  44. As confirmed by Original Mini MK1 and MK2, page 81-88, and John Parnell pages XX
  45. John parnell, page 37, James Taylor Page 81 and 85
  46. John Parnell, page 35 - 36, James Taylor, page 85.
  47. John Parnell page 39, 43, James Taylor page 86 - 88
  48. John Parnell page 42, James Taylor, page 87
  49. John Parnell page 33, James Taylor page 84
  50. John Parnell p.43 - 45, and James Taylor page 81
  51. John Parnell, page 32 - 45, James Taylor, page 81 - 88.