Mini Cooper Register
I've picked it up tonight and the chassis number is C-A2S7/732xxx with the engine number 9F-SA-Y/375xx (XX obviously disquising the last few digits – so it looks like an Austin Cooper S 1275 (1965) it has been restored and is in its original colour of Almond Green and OEW – with porcelain green and dove grey interior.
It has been inspected by Donald Farr of the MCR in May this year and although it has been rebuilt with many OE parts it is now in near concours condition…….
It hasn't been on the road for the last 27 years!!
Sounds awesome, happy days then! 😎
Welcome Mal-2, what a start to Mini ownership , a Mk1 Cooper S !?
What's the first three letters of the registration, just curious.
It is CDO 670C – it is not on the DVLA Register as it has been off the road for circa 27 years – I need to get the bonnet and bootlid painted but the rest is honestly concours – the engine has been bored to 1380 but it still retains the standard S crank – I'll post some pictures soon…….
Listing starting and finishing chassis numbers is all well and good but not all the cars in between the numbers quoted are Cooper S's.
C-A2S7/732xxx is certainly within a known batch of Cooper S's.
It has been inspected and certified as a Mark 1 Cooper S by Donald Farr of the Mini Cooper Register. I also have the original heritage certificate and chassis plate etc etc * Fingers Crossed *
[b]Mk 3 S Meister wrote: [/b] “Listing starting and finishing chassis numbers is all well and good but not all the cars in between the numbers quoted are Cooper S's.
C-A2S7/732xxx is certainly within a known batch of Cooper S's.”
When the Original Mini Cooper & Cooper S book was published I noted the 1071S engine numbers quoted.I had a 998 Cooper block with an engine plate of 9FD SA H 33930 which is slap bang in the middle of a batch of 1071 engine numbers:?Could therehave beentwo engines built with the same number? I did inform John Parnell by letter but never received a reply!
Funnily enough my old Tweed Grey Austin 'S' had a 732*** chassis number.
Was the car inspected in order to reissue the registration document ?
I'm a real newbie to mini's but have been given the option to purchase a mark 1 cooper s – 1965 (yeh right I hear you say!)
The car has been inspected and verified by somebody from the Cooper register and it has been given a certificate of authentication.
I want to check the details of the car myself – hence the posting
What should the chassis and enginenumber prefixesbe for a 1965 car? (is it that simple)
Any help would be much appreciated……I have left the information a little vague as I don't want anyone else getting to it before me tonight!
The MKI chassis number prefix system was C-A2S7 on Austin Coopers and K-A2S4 on Morris Coopers.
If its a 970S the chassis numbers for an Austin run from 549501-549992 & for a Morris 550501-550980. The 970cc engine is designated by three different prefixes – 9F/SA/X, 9FD/SA/X & 9FE/SA/X with engine numbers for an Austin running from 29005-29957 & for a Morris 29002-29855.
For the 1071S the Austin chassis numbers runs fron 384101-563570 & for a Morris 384601-563492. The engine prefixes used are 9F/SA/H & 9FD/SA/H with engine numbers for an Austin running from 19201-33642 & for a Morris 19203-34002
Fot the 1275S the Austin chassis numbers runs fron 551501-1066319 & for a Morris 552501-1066320. In MKI form, 1275cc Cooper S engine numbers have one of three different prefixes – 9F/SA/Y, 9FD/SA/Y & 9FE/SA/Y with engine numbers for an Austin running from 31001-47444 & for a Morris 31005-47315.
Try and get a copy of 'Original Mini Cooper And Cooper S – The Restorer's Guide' by John Parnell because it gives far more detailed information on buying a Mini Cooper.
It is possible that some 1071 engine numbers could be the same as 998 engine numbers.
9FD as a 1071 engine prefix was introduced in June 1964 but less than 350 engines had this prefix as the highest known 1071 engine is 34009.
998 Coopers built around April/May 1968 quite probably used the same engine number sequence.
You should join the MCR. Also give John Kelly the details of the car. He may have more info on it.
“Listing starting and finishing chassis numbers is all well and good but not all the cars in between the numbers quoted are Cooper S's.
C-A2S7/732xxx is certainly within a known batch of Cooper S's.”
Yes I know and that's why I recommended mall_2 buys the book in my original post.
Well it'd take days to type all the different anomalies and stuff but at least I was giving him a guide. 😉
[b]mall_2 wrote: [/b] “It hasn't been on the road for the last 27 years!!”
Just as a point of interest, I thought that the DVLA records went onto computer circa 1973. My first MK1 Cooper in 1972 was on a buff log book, but my last one in 1975 was on a V5, if my rusty memory serves me right. :shock:Steve
Thanks guys – you've all been a great help – the car is safely tucked up and waiting for the bonnet and bootlid to be painted, then the grille and a few bits of trim – bingo – back on the road (once the DVLA have re-issued the original number) – fingers crossed!
Anyone got any history on CDO 670C then?
[b]earlycar wrote: [/b] “why is it odd that a vehicle should have its original registartion attached after restoration?
Cant youonly get a v5 for a car once its restored?
Nope. You can get a V5C issued with a V765 application on the basis the majority of the original car is present complete with ID plates together with supporting documentation , old MOT's, tax discs, invoices,old photographs etc to illustrate the car has a continuous history.On the other hand if you are building a car from a pile of parts essentially ,or perhaps from a much modded project then usually there will be an insistance that the car is put together first and restored with correct parts. I say odd because relatively few cars are restored first.
Looks like a very nice car Mall, I'm sure you'll have some fun with that next Summer.
What's up with the boot and bonnet BTW ?
So how do you go about registering a car, does an appropriate registrar have to inspect it to confirm its the 'real thing'?
Or is this only necessary if you want to keep the original registration?
The date that the DVLA started registering cars centrallydepended on the registration area. For cars that already existed it depended on the registration authority the car was with and also if/when the car changed hands.
When I bought my first Mini it had the RF 60 and was computerised from that.
To answer a few questions – I only have the old green logbook for it not the new style V5 so it has been inspected by the MCR to make sure it is what it is supposed to be (a mk 1 Cooper s) – this has been done and all is well.
I need to get the car MOT'd and then I can re-apply for the original number and a new style V5 (the Vehicle Registration Office may want to inspect it – which is no problem)
The Bonnet and Bootlid are in the paintshop as only the shell was painted originally – although enough paint was ordered to do everything thankfully! otherwise we may have had a problem matching it with the original colour.
It has a 'Rally' prepared 1380 engine but retains the original crank (which is rare I believe??) so it should fly once it is rolling road tuned by Pete Baldwin at Wilshers Garage (anyone know him?)
Then I've got a few finishing bits to do (grille, badges, chrome strips etc) – then shakedownand roadtest……scary!
It will be for sale once it is finished as I run a small classic car company mainly specialising in Triumph TR's ([url=http://www.classic-marques.co.uk]www.classic-marques.co.uk[/url]) so if you know anyone seriously interested then put them in touch…. Rgd Mall
'Pete Baldwin at Wilshers Garage (anyone know him?)'
Yes I had Pete Baldwin rolling road my 1275s in 1986 i believe — when he worked for Marshalls in Cambridge
It was 6 months after I had my engine rebuilt by Terry Hird — anyone remember him?
I still have the bill for the engine/gearbox rebuild Ã‚Â£1300.00 (1986) — ate porridge for three years
those were the days, my Cooper was my daily driver as a student at Middx Poly (nice and close to the old Mini Spares)
I remember dismantling my whole steering rack in the college carpark to replace the bushes, much to the amusement and complete astonishment of my mates at the time.
It was time consuming, and resource intensive taskkeeping a then 20 year old car on the road and MOT'd, often replacing parts 'as and when' soit amuses me when people get quite so worked up about which way the starter solenoid is supposed to face, if it worked and could get me home then fantastic.
PS car looks lovely
Bit odd that the car was restored [b]before[/b] the inspection for reissue of the registration document though not unheard of.
I once inspected a car in Derbyshire that proported to be a ' 65 1275 Cooper S in Almond Greenand in fact it was agreen Mini Clubman with a Mini Clubman engine and Mini Clubman interior.The car was presented to me with an old buff logbook for a 1275 'S'. Interstingly the car had been used to transport a farmer round his fields. The doors were attached to the A panels with barn hinges. Needless to say the application was refused. Some years later a restored 1275 'S' in Almond green appeared at a Mini show bearing the same reg number. Where there's a will…..;)
why is it odd that a vehicle should have its original registartion attached after restoration?
Cant youonly get a v5 for a car once its restored?
Got a few premilinary pics for you!
Remember it has been rebuilt with another shell so won't be the 'perfect' original Cooper S!
It looks superb, lovely colour and very clean too! 😎
Here's another one!
last one for now! This is the underneath……Mint
[b]fyp741c wrote: [/b] “It was time consuming, and resource intensive taskkeeping a then 20 year old car on the road and MOT'd, often replacing parts 'as and when' soit amuses me when people get quite so worked up about which way the starter solenoid is supposed to face, if it worked and could get me home then fantastic.
Spot on. 😀
I've said this before I knowbut I fondly remember the days when you'd see Coopers at shows or even used on the road :shock:that were essentiallyoriginal cars with all 'wrong' detail. You kept 'em going with whatever you had, and modified 'em to suit.Now it's the complete opposite. Sad innit ?
This sense of paranoia about correct bits going in the correct places can only be down to the number of fakes being peddled for big wonga on places like Ebay,that demand caused by thefact that so many cars have been dispersed to all corners of the globe possibly, or just information overload !? 😛
These cars were built to be used and of course parts got replaced over the years. As they decreased in value they were cobbled together to keep them on the road. Many of the Coopers I saw in scrapyards in the 1970s and 80s were very pale shadows of their former selves.
I don't mind a reshelled car if it is described honestly but when you get things like that supposed 18000 mile Cooper S that was clearly nothing of the sort people need to be aware of what is wrong with it.
The more correct bits there are on a car the more likely it is you are looking at something that isn't a flat pack special. Getting things like correct dated electrical components happens across all classics – but normally where the restorer is an owner enthusiast rather than in it for the money.
Personally, I like to see, and use, a car with a bit of patina butthere are someconcours freaks who get their pleasure from their car in a different way – not that there is anything wrong with that.
[b]Mk 3 S Meister wrote: [/b] “The more correct bits there are on a car the more likely it is you are looking at something that isn't a flat pack special. ”
Don't necessarily agree there old chum, though Iwould have a few years ago.Most flat packs nowadays are usuallycontrived from scratch using all the knowledge that's now available to get it all right. If anything they are 'too original', built from a Heritage Certificate and big chunks oftheir history missing (when it was dismantled/scrapped).Fine I say as long as the next owner is not spun a yarn.
On the other hand as you know I've just picked up a May '67 1275 'S' in Almond Green which is in it's original shell ( thanks for checking that FE number), original trim with recliners ,continuous history galore but has been kept going using all the wrong bits, A+ head, no servo,wrong master cylinder, wrong carbs, later loom (he set it on fire ! :P),now on dry suspension (original wet set up has now been unearthed in the cellar !) . Even the back end has been smacked and has needed new boot and brackets, but essentially the car is what it's supposed to be and the missing bits are to one side.
Like you I think it's very worthwhile if the fraudsters/diluded sellersare weeded out but other than that each to their own.At the end of ther day a car's merely a collection of bits which is why the history is so important as it's so difficult to fake.
Terry Hird -yes I had a car with an engine built by this guy, it had a small plaque on the rocker cover bearing the legend 'Terry Hird Engines' -I'd forgotten all about it.
The car was a mk 11 1275cc 'S', painted Rolls Royce Ivory, deseamed, benelite grill and spot lamps and a brown corduroy interior – this was around 1984 .
Maintained the car on a shoe string as a student, people would pull it apart on originalitytodaybut at the time I loved it, it 'was it was' a customised 'S' something you just wouldn't get these days
SAE 135G where are you now !!
Thats pretty cool
He (Terry Hird) was based in Cricklewood (N London) but used to live near Bedford, funnily enough i google-ised him the other day and he his still in business in the Bedford area.
The engine was V powerfull and in fact when I used to put my foot down it always felt like it was going to pull the whole front subframe away from the rest of the car.
Thirsty though, it ran on twinHS4's (i,m sure we all remember that ticking noise at the traffic lights suddenly getting faster and faster meaning we had about 30 seconds to get to the side of the road before it ran out of fuel). My personal record was running out of petrol three times in one day, two quids worth in those twin tanks barely registered
On modifications, one i did was to make a plywood dash that wedged in the drivers sidefront parcel shelf — packed with as many gauges asI could find, obviously the obligatory Smith 80m tacho, plus twin vacuum guages (one oneach port of the inlent minifold) Oil temp, clocketc mostly garnered from old Jags in breakers yards.
Those were the days!!
The enquiry is complete
The vehicle details for SAE 135G are:
Date of Liability 01 11 1989
Date of First Registration 06 01 1969
Year of Manufacture Not Available
Cylinder Capacity (cc) 1275CC
CO2 Emissions Not Available
Fuel Type Petrol
Export Marker Not Applicable
Vehicle Status Unlicensed
Vehicle Colour BLUE
Either in a million bits, or in the land of the Rising Sun/USA. I know that ABW56C is in Japan but the logbook is affixed to a car over here!
Thanks for that, liability date of '89 means it must be long gone overseas or ( I much prefer this !) it's sitting in a garage waiting to be discovered and resurrected !
[b]chequeredflag wrote: [/b] “Thanks for that, liability date of '89 means it must be long gone overseas or ( I much prefer this !) it's sitting in a garage waiting to be discovered and resurrected !”
Hi Nick. This is way off-topic 😯 so I'm going to send you an E-mail later regards tracing your old car. :dude:Steve.
First post here goes
Have been reading the posts regarding this car as I've been looking for a correct cooper s for some time but not sure about this one any way its now advertise on the net.
This is my car and has been inspected by Donald Farr of the Mini Cooper Register in May this year and although it has been fully rebuilt with many OE parts it is now in near concours condition…….
The chassis number is C-A2S7/732xxx with the engine number 9F-SA-Y/375xx (XX obviously disquising the last few digits – so it is an Austin Cooper S 1275 (1965) it has been restored and is in its original colour of Almond Green and OEW – with porcelain green and dove grey interior.
I'm happy for anyone to inspect it and verify the chassis / body details
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