February 1, 2008

Motoring Memories:
Mini Moke, 1964 - 1992

1980 Mini Moke (Australian model). Click image to enlarge

Story and photo by Bill Vance

When the Austin-Morris Mini arrived in 1959 it was apparent that brilliant engineer Alec Issigonis (later Sir Alec) had designed a ground-breaking car. By positioning the engine cross-wise and sending power through the front wheels he created a packaging miracle. The compact powertrain, simple rubber cone suspension and tiny 10-inch wheels barely intruded into the cabin. The result was that eighty percent of the car's length could be devoted to useful space.

Although its wheelbase was only 2,032 mm (80 in.), and it was just 3,048 mm (120 in.) long, the Mini could carry four people and their luggage while providing reasonable comfort and performance. The Issigonis design set in motion a cross-engine, front-drive automobile configuration that would sweep the world.

The British army became interested in the simplicity, sturdiness and ingenuity of the diminutive Mini. They thought there would be an application for a compact, nimble, versatile, Mini-based Jeep- or Land-Rover-type utility vehicle that was light and small enough to be stacked and crated, and parachuted out of an airplane. Issigonis set to work again and the Mini Moke was the result (moke is British slang for donkey).

The Moke exemplified the minimalist approach to transportation. It had a simple, open, box-shaped body with a steel floor and rectangular "pontoons" on each side. There was no separate frame - all mechanical parts were bolted to this structural shell. There were no doors - passengers just stepped over the pontoons, which, in addition to providing body strength, housed the battery, fuel tank and some cargo space. Weather protection came from a basic folding fabric top and side curtains.

The engine, running gear, rubber cone all-independent suspension, rack-and-pinion steering and most of the other mechanical pieces were lifted directly from the Mini. This meant that power came from the well proved British Motor Corp. inline 848-cc overhead valve, A-series, 34 horsepower engine mounted transversely between the front wheels.

Power went to the front wheels through a floor-shift, four-speed manual transmission. Experiments were also conducted with a four-wheel drive "Twini" model in which the power for the rear wheels was provided by an additional engine in the back. It didn't get past the prototype stage.

The Moke had the same 10-inch wheels as the Mini, and used drum brakes all around. Weight was a light 533 kg (1,175 lb). Thus in spite of the modest power, performance was adequate, with a zero to 96 km/h (60 mph) time of about 22 seconds and a top speed of 105 km/h (65 mph).

The army tested the Moke, and while it met the size and weight criteria, it was found unsuitable for any kind of rugged going because its 10-inch wheels and minimal ground clearance made it inadequate for off-road use. In spite of this BMC decided that because it was already designed they would go ahead and put it into production as a low cost, civilian runabout. Although it had the appearance of a kit car, it was never sold as such. Mokes always came fully assembled from the factory.

Production began in 1964 at BMC's legendary Longbridge, Birmingham plant. It came with both Austin and Morris nameplates, and had reasonable acceptance for a niche vehicle. By the time English production ended in 1968, just under 15,000 Mokes had been built.

Mokes seemed ideally suited to the outdoor kind of life found in much of Australia, and they were also built there by BMC's Australian subsidiary starting in 1966. For the rougher Australian terrain 12-inch wheels were fitted. It began with the BMC 998-cc A- series engine, but for 1969 got BMC's 1,098 cc, and other mechanical upgrades. It would revert to the 998 cc in 1976.

In the quest for even more performance the Australian-developed Moke Californian model was launched in 1971 aimed at the export market. It had the 1,275 cc version of the A-series engine along with 13-inch wheels and front disc brakes. Californians were exported to the United States for a short time in the early 1970s, but found limited interest.

Mokes were also exported to many other countries and became a favourite recreational vehicle, particularly as rentals, in such tropical vacation venues as Barbados. It made an excellent beach buggy. Mokes even served as police cars in tiny Macau on the south China coast, and were used by the Israeli army. They have appeared as whimsical runabouts in many movies and were popular with students, particularly in Australia.

In 1972 the Mini Moke name was changed to the Leyland Moke to recognize the parent's change from British Motor Corporation to British Leyland Motor Corporation when it merged with the Leyland Corporation. Australian Moke production ended in 1981.

But there was still life in the Moke. Automoveis, British Leyland's Portuguese subsidiary, began producing the Mini Moke and built them in Portugal until 1992. Cagiva, an Italian company, also built some 1,500 Mokes. All in all, approximately 50,000 Mokes and derivatives were built over its almost 30 year history.

The Moke was an honest, basic machine meant mostly for having fun, although it could have utilitarian value. With today's safety legislation, it's unlikely we will see its kind again.

For more Bill Vance automotive history, see www.billvanceautohistory.ca

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