Thursday 24th January 2019,
Inopian

Mini MK II 1967 – 1969

In 1967 the MK II was introduced. This was a facelift, amounting to a new radiator grille, larger rear window and a 6 gallon (27.24 litres) fuel tank. There was also the option of a new engine, the 1000 (998 cc) `A` series as an alternative to the 848 cc unit.

The new engine option improved the Mini’s available power by a net 7 bhp. The 998 cc engine, now also available with a 3 speed automatic, was rated at 41 bhp as compared to the 34 bhp rating of the 848 cc engine. The improved top speed and acceleration gave it a real advantage over it`s competition. The handling of the car had suffered with the advent of hydro-lastic suspension, losing some stability in corners compared to the more rigid rubber cone system used in the Mini MK I. However, the ride qualities improved. Also the hydro-lastic system increased the kerbweight by 13 kgs, off-setting some of the increased power.

As new owners discovered how hard the Mini could be driven more of them specified the optional disc brakes. It was easily possible to burn out the front drum brake-linings in 10,000 miles with hard driving.

Even though Mini MKII’s top speed was only 80 mph it should be remembered that in those days few corners could be taken at that speed. Modern road improvements, motorways and radial tyres have changed that. The Mini had become a much-loved family car which out-performed most of the smaller sports-cars. It was easy to maintain and a lot of fun to drive. Noise level was quite high but was acceptable in those days.

A year later the gearbox was revised, making it an `all-synchro` four speed. In 1969 British Motor Holding dropped the `Austin-Morris` name and badged all models as `Mini`. The Cooper and Cooper `S` versions and the Traveller were likewise updated. The commercials (van and pick-up ) were not. Also in 1969 production began in Australia under the name Mini `K`.

Mini MK II 1967-1969 Specifications
 
 
Body Type5/4 seater 2 door saloon
Engine PlacementFront
Drive TypeFront wheel drive
Brakes
FrontDrum/Discs (opt.)
RearDrum
Dimensionsmminches
Length3054120.2
Width141055.5
Height134653
Wheelbase203680.2
Cargo VolumeVery little
Engine848 cc BMC "A" series OHV 8V
Cylindersstraight 4
Displacement848 cc51.7 cui
Power25 Kw34 bhp5500 RPM
Torque60 Nm44 ft. lb3000 RPM
Power/weight53 bhp/t
FuelPetrol
Top Speed121 km/h75 mph
Acceleration0-100 km/h - 0-60 mph26.5 s
Fuel consumptionl/100 kmImperial mpg
Urban8.433.6
Extra-urban5.848.7
Combined740.1
Gearbox4 speed manual
Weight639 kg1409 lb
Engine1000 BMC "A" series OHV 8V
Cylindersstraight 4
Displacement998 cc60.9 cui
Power31 Kw41 bhp5000 RPM
Torque71 Nm52 ft. lb2500 RPM
Power/weight64 bhp/t
FuelPetrol
Top Speed129 km/h80 mph
Acceleration0-100 km/h - 0-60 mph22.7 s
Fuel consumptionl/100 kmImperial mpg
Urban8.334
Extra-urban5.749.6
Combined6.940.9
Gearbox4 speed manual3 speed automatic
Weight639 kg1409 lb
GD Star Rating
loading...
Mini MK II 1967 - 1969, 10.0 out of 10 based on 5 ratings
Share on FacebookShare on Google+Tweet about this on TwitterPin on PinterestShare on LinkedInShare on TumblrShare on StumbleUponShare on RedditEmail this to someone

About Bev Roberts

Speed, the smell of hot oil, the roar of a straight-through exhaust and the scream of an engine at max revolutions. They have all been a large part of my life for almost 50 years. It is time to share my experiences with you, dear reader. Do you want to know more? Read on through my `Full Bio` and many articles.

View All Posts

I was born in Hereford UK in 1948 and brought up in Gloucester UK. I played Rugby football internationally as a schoolboy. At the age of 17, a new and wet driving license in my paw, I entered motor racing. I was supported and financed by my parents and so my journey began.

In 1965 I bought a 1293cc Mini-Cooper `S` and campaigned it for a season. Having quickly made some good friends in the racing fraternity, several interesting opportunities came my way. I joined a sports-car team and raced in the Le Mans 24 hours in 1968 and 1969 in a Lola T70. Mechanical failure defeated both efforts. During that period I owned and raced a `D type` Jaguar and an AC Cobra. In those days cars like that were available and not too expensive, now they reside in museums and private collections. I had a chain of interesting cars through my youth including Jaguars, Minis, Mustangs and Lotus-Cortinas.

As a young driver I had my share of accidents too. Often the car would only be worth scrap-metal value by the time I got it home! I worked for an Aston-Martin/Jaguar dealership for a while, which enhanced my experience and gave me the opportunity to sample some very exotic machines, Ferrari, Facel-Vega, Iso and Maserati to recall a few of them.

At the end of 1969 I moved to South Africa to work on my uncle`s farm but the S.A. government had other ideas and drafted me into the army. After five years had passed I was thanked and released from the service. While I was there I bought a beige Cadillac Eldorado, previously the property of Marilyn Monroe. While I was away on a patrol my girlfriend had it re-sprayed pink! I was unimpressed by both the joke and the bill for the work!

When I returned to UK in 1974 I left it behind. On my return I found that the once-mighty British motor industry was in decline and was headed for oblivion. Motor racing was now very expensive so I turned to commercial transport. Driving large trucks gave me freedom and a chance to see some of the world. I don`t remember ever making a career choice but for the next thirty years a truck was my home. For about ten years in that period I owned two trucks of my own.

I also owned a famous MGB-GT, known as `Lucky`. If you`d like to read `The Story of Lucky` there is an article in Inopian`s archive. I finally retired, due to ill-health, in 2008. Since I had varied knowledge and many experiences on our subject I decided to share the stories of the cars I enjoyed (and hated) with the new generation.

Enjoy Inopian… it is constructed and written for you.

Leave A Response