BUYERS GUIDE: Leyland Mini Clubman (1971-79)



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03 Mar 2009 | Mini Clubmans saw out the last days of the iconic design in Australia, and can still be fun and cheap to drive


Words: Cliff Chambers Pics: Ellen Dewar


During the half century since its tiny wheels began turning on roads across the world, no automotive design has been more influential than the Mini.
Every successful small car devised since the Mini’s 1959 debut has aped its combination of ‘two-box’ styling and front-wheel drive propulsion. None have matched its iconic status or enthusiast appeal.

As age impacted on Alec Issigonis’ minimalist design and the sophistication of Japanese and European rivals grew, the Mini needed to change. But its fate was in the hands of an organisation that would become the incompetent and universally loathed British Leyland.

The Mini Clubman, with its elongated nose and full-width grille, appeared in the UK during 1969 but didn’t reach Australia until 18 months later. Initially marketed as a Morris, the Clubman adopted Leyland badging from mid-1972.

Its reshaped front provided some extra underbonnet workspace and improved engine cooling but blighted the original shape’s aerodynamics. It also did nothing to minimize splashback onto the coil and distributor that sent stranded owners scurrying for the water-dispersant spray.

Two-speed wipers ensured the car could be driven without fear in the wet and there were windscreen washers on all but the lowest-spec model.

King of the Clubman range was the 1275cc GT. As successor to the highly-regarded Cooper S, the GT provided a more comfortable and stylish interior but was heavier than a Mark 2 Cooper and slightly slower. Rostyle steel wheels were standard, as were wheel-arch flares and twin fuel tanks that permitted 500km between refuels.

By 1973 and with Leyland struggling under the cost of its P76 project, the GT was deleted and replaced by an S version of the 1.1-litre model. Major changes included improved seat trim, uprated instrumentation and radial-ply tyres as standard. Missing, however, was any semblance of Cooper S or GT performance – top speed a raucous 127km/h with 0-100km/h acceleration taking over 20 seconds.

Ditched in conjunction with the GT was the Hydrolastic suspension system used since 1962 on a variety of BMC models. Liable to leaks and component failure, Hydrolastic’s demise was mourned by very few of the enthusiastic Mini owners who welcomed a return to Issigonis’ original rubber cone suspension.

Financial desperation early in 1976 brought further downgrading. With production moving from Leyland’s defunct Zetland plant, the 1.1-litre engine used in earlier Clubmans was replaced by a 29kW, 1.0-litre unit and the disc brakes previously fitted to S versions were replaced by all-wheel drums.

Vans made an important contribution to Australian sales of the Clubman. Most sold to individuals and private businesses that needed an economical load carrier but they were also popular with government enterprises, including Australia Post which used them for a short-lived courier service.

With the design heading for its 20th anniversary and British Leyland committed to a new Metro model, the Clubman was ready for its swansong. After building 500 metallic blue SS cars with 1.0-litre engines during 1977, Leyland gave the model a fitting farewell in the form of its Australia-only 1275LS.

Built in gold or silver metallic colours during late 1978, the LS had 12 inch diameter wheels, an interior that was described in some quarters as sumptuous and enlarged 34 litre fuel tank.

Power output of 40kW helped cut 0-100km/h acceleration to around 15 seconds and boost top speed to 142km/h. It is generally acknowledged that just 400 LS1275s were built and surviving cars attract significant collector interest.


ON THE ROAD

Critics will tell you that the lack of cabin insulation makes travel by Mini a raucous and wearying experience. However, I don’t know of anyone who has fallen asleep at the wheel of one and diminution of the racket would steal some of the car’s cheeky charisma.

Same goes for a driving position which demands spayed legs and a Notre Dame-style hunch. Japanese manufacturers managed to produce snub-nosed, front-wheel drive cars with near-vertical and sensibly-sized steering wheels, but Leyland persisted almost to the end with an oversized and uncomfortably-angled plastic wheel.

After flirting briefly with a diabolical four-speed auto for its Mini-Matic, the Clubman offered nothing but a four-speed manual. The transmission, which shares its lubricant with the engine, was noisy even when in perfect condition and decidedly strident when showing some wear. Strange combinations of gear ratios and final-drive saw 1.1-litre cars run out of second gear revs at 70km/h, while the 1.0-litre model would manage 80km/h.

Overtaking performance from the larger-engined car is expectedly better; 80-110km/h in a 1.1-litre S taking 14.3 seconds while the 1.0-litre model is almost four seconds slower. Top speed of both models is around 130km/h.

If you want to enjoy relaxed cruising, an LS1275 will sit happily on the open road at less than 4000rpm.

Low gearing and relatively high engine speeds mean that Minis are less frugal than more recent designs with five gears to pick from. Consumption from 1.1-litre cars averaged 8.2L/100km, with the 1.0-litre S only slightly better.

Handling is the trait that washes away most tribulations of Mini ownership. Yes, the standard wheel is cumbersome and the turning circle a little larger than desirable, but 2.3 turns lock-to-lock mean the car can be thrown through tight bends with minimal wrist flicking. Even a full-noise U-turn can be managed with one hefty swipe of the wheel and a dab of left-foot brake.

Disc brakes are preferable and cars that are converted to 12-inch wheels will accommodate later-model discs with power assistance. The drums fitted to 1.0-litre cars are well suited to their task but still demand a decent stomp to work effectively.


Buyer’s Checklist


BODY & CHASSIS

Rust of any magnitude may not necessarily kill a Clubman. Repair panels are available to rectify rot or damage to almost any area of the body but costs can make saving a seriously rusted car untenable. Look first at the floors, especially the boot and around the battery carrier, under the rear seat and front seat mounting points. Sills, door skins and door hinge boxes are other susceptible areas. If the interior smells musty, look under the floor matting or carpet for dampness that could be coming through a rusted floor. Flush-mount door handles are prone to breakage and second-hand replacements cost $50-70. Damaged or missing bumpers can be replaced with new items but these cost close to $500 each. Good used bars are available for less than $100.


ENGINE & TRANSMISSION

Everything here is available and relatively inexpensive. Smoke from the exhaust, bearing rumble when the engine is under load, misfiring and overheating are symptoms of an engine getting close to its use-by date. Even a motor in good condition can be compromised by a clogged radiator, so listen for bubbling after the engine is switched off. A worn engine stay can allow the engine to move so far it crimps the fuel-feed hose and causes the engine to stutter. Clattering from the gearbox and difficult downchanges indicate a rebuild is imminent. A good-quality mineral multi-grade oil will keep the engine and gearbox well lubricated.


SUSPENSION & BRAKES

Early Hydrolastic cars can suffer leaks from the displacers and replacements are difficult to find. If a pre-1975 Clubman sits low or is down on one side or corner, hydro problems are the likely culprit. Recharging offers a short-term fix and conversion to cones is an option if the system is unserviceable. Wear to the rear sub-frame mountings will create noise and in extreme cases generate alarming instability. Unless the mountings are rusty and weakened, repairs are simple and cheap. Look for unusual wear patterns on the rear tyres. Squeaks or clunks from the front suspension point to worn ball-joints which cost less than $50 to replace. Brakes suffer a variety of ailments including glazed drums, warped or worn-out disc rotors and leaking wheel cylinders. Brake overhaul kits (excluding a replacement master cylinder) cost between $200 and $300.


INTERIOR & ELECTRICS

Clubmans are hardly jam-packed with electrically-assisted gimmickry so a few minutes spent checking that everything works properly will save money later. Fuel gauges are notoriously inaccurate. They can jump from near empty to full when the lights are switched on. Replacing the indicator stalk, which is easily broken, will cost around $150. Worn vinyl interiors can be replaced with second-hand seats, but LS trim is unavailable. Our featured car has sections of the cloth used in late 1970s SL/E Commodores but this is now also scarce.



Fast Facts


LEYLAND MINI CLUBMAN (1971-79)


NUMBER BUILT: 500,000 (approx) including 25,000 Australian cars

BODY: all-steel integrated body/chassis
two-door sedan

ENGINE: 1.0, 1.1 and 1.3 litre in-line four-cylinder with overhead valves and single downdraft carburettor

POWER & TORQUE: 37kW @ 5100rpm, 81Nm @ 2500rpm (1973 model, 1.1-litre)

PERFORMANCE: 0-100km/h – 22.3secs,
0-400m – 22secs (1.1-litre)

TRANSMISSION: four-speed manual all synchromesh

SUSPENSION: independent with locating arms, rubber cone springing and telescopic shock absorbers (f); independent with trailing links, rubber cone springing and telescopic shock absorbers (r) – 1974-79 models

BRAKES: drum/drum or disc/drum unassisted

TYRES: 145SR10 radial or 520x10 crossply, 145/70SR 12 radial

CONTACT: Mini clubs in all states –

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EPIC My eyes are burning

There's quite a few errors, half-truths and downright lies in there..

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DrMini- 1970 wasaMatic 1360, Mk1S crank, 86.6HP (ATW) =~125 @ crank, 45 Dellorto (38 chokes), RE282 sprint cam, 1.5 rockers, 11.0:1 C/R.

I didn't think it would be long for someone to pick them up, and Doc, you never fail to amaze me with your knowledge, well done....its just a little bit thought provoking and it has done its job......

Hmmmmmmm......

One or two mistakes....

I'd like to get my hands on one of those 1.1lt Clubman S with disc brakes built at Zetland in 1975.

Or a 1962 factory-built Mini with hydrolastic suspension

I'm a little confused about the Australian-built Metro, though. Or was he suggesting the SS was a UK model. At least he was correct with saying the 1275LS was Australian-only, but only 400 built?

Of course he blames the P76 for Leyland's demise. Everyone knows there was no other reason and the P76 was a complete lemon. After all, Gough Whitlam labelled it a lemon, so it must have been.




Is he suggesting that disc brakes on 10" couldn't have power assistance?



Clearly something else he doesn't understand. I wouldn't call 30 years of production (1967 to 1999) as a brief flirt. Certainly it was discontinued in Australia after only 3 years, with the release of the Clubman models, but while it was not popular here (either with owners who refused to change the oil frequently enough or with mechanics who simply didn't understand it) it was a popular choice in the UK - and especially in Japan.

And in case Mr Chambers was unaware, no Australian Clubman model was made with the Matic transmission.

And calling every model Mini from 1972 to 1978 a Clubman?

Oh, I could go on and on and on and on.....but I won't.

Here endeth the lesson.

Cheers,
Watto.

ahh highly innaccurate maybe, but i still love how he conjures up the passion behind the Mini

but 2.3 turns lock-to-lock mean the car can be thrown through tight bends with minimal wrist flicking. Even a full-noise U-turn can be managed with one hefty swipe of the wheel and a dab of left-foot brake.

Ahhhhhhhhh

to be fair, the author only claimed that hydrolastic suspension had been "used since 1962 on a variety of BMC models". So that is accurate as it was when it was put into the Austin/Morris 1100.

There were many glaring errors but it was a lot more positive than a few other recent articles that have come out.

Cheers,
Simon

To be fair, I wouldn't call any of the errors 'glaring'. It's not like he claims it has an air-cooled engine and that in an emergency you could steer it with the quarter lights. Anything written about minis is going to create accuracy issues especially in a forum where the correct screws to use in the steering cowl generates heated arguments but overall it's a nice read from a current perspective, especially if you're not familiar with minis.

Ah, yes, maybe I'm just too picky.

Of course in time to come, someone is bound to whip this gem out as "proof" there was such and such.

I agree, it was a positive piece in general and showed that at least Cliff Chambers has driven Minis in the past (or read a lot from other people who have) but from someone who is a well-known motoring historian, writing for a highly regarded magazine, it should have been more accurate in its detail.



Yes, point taken. I was getting confused again where he was talking about Australia and where he was talking about the UK.

Cheers,
Watto.

Its has done what I was expecting, it has stimulated mature conversation between mini loving enthusiests...........well done, this is why this chat site is so entertaining....

Well, there is some thing in that, but they weren't going to build them here

Do you have any info on the Oz metro's?



I do recall, just prior to release of the 1275 LS that the advertising was that only 400 were to be built however I think I recall you saying in your research that more than this were actually built.

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Don't know anything about Metros built or sold in Oz - but do know of one being restored (I wonder how it is going, me thinks aloud).

Can't find any concrete info, but best assumption from my research and known engine numbers is that there were about 900 built.

Chassis numbers don't mean anything because the same number sequence was used for all Mini saloons at the time - Mini, Mini S Mini LS and 1275LS.

Cheers,
Watto.

was this true

ter flirting briefly with a diabolical four-speed auto for its Mini-Matic, the Clubman offered nothing but a four-speed manual.

I find it interesting that there are no factory auto Clubmans........

Not in Australia, at any rate.

In the UK, the automatic transmission was an option on any Mini saloon, except Cooper and Cooper S, so there were probably plenty of auto Clubman Minis.

Cheers,
Watto.

Hello watto,

Haven't started on it yet.... its been a bit of a hectic year so far..

Just to confirm, its not an Australian built metro, it was one of two bought out here by BL for market evaulation. There were never any Metro's built in Australia, this is the closest thing to an Australian BL Metro

Of them, was a 1275 and the other was a 998 HLE. The 1275 changed hands a few times, and was at one stage owned by Glen (who works for John down at Mini King)... Last time it came up, he was saying that he sold it to a guy in QLD who had it stored in a shed which went up in flames a couple of years ago..... so ours is the only one surviving.

It was bought from BL by one of the ladies in the office. She used it as a daily driver for a few years before it was sandwiched between two trucks

My dad bought the remains from her in 1987 and had the body fixed up and bought all new parts for it from the UK and NZ..... it was ready to assemble, but that was as far as it got.

When all the body work was done, he had it resprayed in Green........ Yeah ...... I could assemble as is, but I want to respray it the factory silver so that it is 100% riddgy didge.

Here's a bit of a teaser for you though.



<EDIT> The 1275HLS was apparently purchased by John, who bought it from from JRA, and then sold it to Glen some years later.