1966 Mini Cooper S Works

LBL 606D is an ex-Abingdon ‘works’ Mini Cooper S with known history from new – and what a lovely history it is. Said background includes both outings as, first, a rally car and then later, as a race car. It’s also one of only two Abingdon racers known to exist.

Over to the vendor, “Tony Fall rallied it on the 1967 Monte Carlo Rally (finishing in 10th place) and then the following year Paddy Hopkirk took 2nd place overall (and 1st in Class) on the TAP Portuguese Rally. In 1968/’69 Abingdon turned it into an Mk2, which was quite a common thing for the factory to do when a new model came out. It was then loaned out to a number of BLMC dealerships for showroom publicity before being offered to BBC Wheelbase journalist Michael Foslake for another tilt at the Monte.”

BLMC’s Motor Sport department then converted it to full Group 2 specifications (including lightweight alloy boot, bonnet and doors – frames as well as skins) for the 1970 season, and it ended its works career at that year’s Spa 24 hour race. “Two cars entered, but neither finished,” says Jonathan. “This one lasted until dawn, when it retired with an engine issue.”

When the factory closed it then sold the car to Jim Whitehouse, a well-respected Mini tuner, at Equipe Arden (ex BSCC champion 1969) who planned to race it in 1971. However, it was only ever used as a back-up car and wouldn’t see action again.

The car was then sold to a Mr Lloyd-Roberts who found it difficult to drive the car on the road with a race engine in it, so the engine and gearbox were whipped out and stored, and a 998cc Cooper unit installed. After a number of years LBL 606D disappeared from UK roads but remained with that owner until around 1988.

“The next owner had heard of a red and white Mini in a lock-up near his Birmingham home. When he went to view it he couldn’t believe it was LBL 606D. It’d hit someone up the backside, been stood for a long while, and was in need of restoration.”

Well-respected Mini aficionado Paul Stanworth bought the car and duly carried out that process, restoring the car (including its original Group 2 race engine and gearbox) to its final ‘works’ specification, as per Spa 1970. And that’s how you find the car here. The Mini then spent 10 years in a significant private collection.

“After trying to purchase for four or five years I finally bought it in 2015,” says Jonathan. “Owning a ‘works’ Mini had always been on my bucket list. It’s just one of those historically important cars, and supremely well known by Mini enthusiasts the world over. Since restoration it’s only ever been used for shows.”

However Jonathan has now decided that it’s time to sell, so LBL 606D is now on the lookout for a new home. You could call this a once in a lifetime opportunity, and you’d be bang on.

And there’s no doubt that our man, Mr Buncombe, knows his Minis – he won the 1972 British Saloon Car Championship Class B title in a Mini Cooper S!

“The car looks the same as it did in July 1960, except it has been totally restored,” says Jonathan. “It was converted to an alloy panel car to homologate it for Group 2, as a lightweight. It still wears all of these, including the doors (alloy framed, as well as skinned), except for the bonnet, which unfortunately couldn’t be resurrected post-road-accident, during the restoration process and instead now only has an alloy skin.

“Much is made of the LBL 606D bonnet sold at auction by Bonhams (26 September, 2019) but that was the steel item from its earlier Works Rally life (including the Monte and TAP Rally de Portugal), and not related in any way to its final Spa Francorchamps appearance.”

There’s no doubt that it’s a glorious looking thing, resplendent in Tartan Red with a contrasting White roof, bonnet straps, spot-lamps and adorned with decals-a-plenty. Noteworthy points include the ultra-rare (Gold dust, anyone?) knock-on 12-inch magnesium alloy wheels. “They’re just for show,” says Jonathan. “Dunlop’s ex-competition manager is a friend and confirms that they haven’t made those tyres or wheels since 1971!”.

It does however come with another 10-inch set of wheels for road use.

As discussed earlier, it’s now in Mk2 guise thanks to the factory’s Mk1 to Mk2 ‘marketing’ refresh carried out back in period.

Group 2 regulations required cars to run with all interior trim in place (except carpets), so there are a few more niceties (including door-cards) than you’ll find in many race cars – that said, it’s still pretty Spartan inside.

The driver’s pew is a race item and is believed to be the works Abingdon race seat, whilst the passenger one is a standard one. Britax harnesses and a roll-cage are fitted. A custom ‘works’ instrument cluster is also built-in, with the Smiths rev counter set at a jaunty angle for visibility purposes and all major controls (operated by toggle switches) are easily to hand. There’s also a switch for the small exterior roof-mounted light.

If cabins could talk then this one would have plenty to say. It’s definitely one to be discussed again and again at a show, or major event. Or even to be occupied should the car ever be used in anger (pleasure surely?) again.

I find it impossible to drive a period Mini Cooper or Cooper S without the theme tune to The Italian Job kicking in and, in my mind, accompanying my every action – it’s simply part and parcel of any driving experience. We at The Market have driven the car on the road and found it on-the-button, and ready to go. As Jonathan stated earlier, post-restoration it’s only ever been used for shows.

That does mean that should the new owner wish to use it in race or rally anger there would be a bit of refresh required. However, that shouldn’t prove too onerous given the car’s still fresh-out-of-restoration (i.e. never been driven since) status.

“Paul Stanworth rebuilt the original Group 2 engine with its correct and original 649 camshaft, split Weber carburettors, steel crankshaft, rods and forged pistons; it also has the correct HS4 inlet manifold, straight-cut drop gears, straight-cut all-synchromesh gearbox,” explains Jonathan. “There was no limited-slip differential for the long straights of Spa, so that’s the case here and it has a 3.40 final drive – the Minis would clock a steady 7500rpm in top, which equated to over 130mph on the fast downhill sections and they lapped at more than 100mph.”

As expected, the engine bay remains in fabulous and purposeful condition. While the underside presents identically, save for the odd minor scuff of the paintwork likely caused by loading or unloading from a transporter or trailer.

In the property industry the ‘location, location, location,’ refrain is an oft-used phrase to emphasise desirability. Well, when dealing with historic race care there’s an almost identical concept; allow us to introduce you to it, ‘provenance, provenance, provenance.’ And as this car’s history file demonstrates, it’s superlative.

Period photographs (and the occasional bit of artwork) abound, as do race and rally reports; you’ll also find Service and Stands tags, issued by Grand Prix de Belgique Automobile, for the 1970 Grand Prix de Spa at the Circuit National de Francorchamps, as well as a programme for the event. There’s also another complimentary ‘Admit to Course’ tag for the 1968 Dunlop Masters, along with a signed photograph (by Tony Fall, of course) of LBL 606D in full rally action.

As if that’s not enough, you’ll also find a number of photographs documenting the car’s restoration (by previous owner Paul Standworth) and others of the car subsequently on display at various shows.

Significantly, the history folder includes a British Motor Industry Heritage Trust certificate that details the chassis number (C-A2S7/956238), original engine number (9F-SA-Y/43741), colour (Tartan Red with Black Roof), trim (Red and Gold/Grey), build date (30 November, 1966), and dispatch date (8 December, 1966). It also shows The MG Car Company Limited, Abingdon; for BMC Motor Sports Department as its destination, and confirms that “this car competed in the 1967 Monte Carlo Rally (Fall, placed 10th) and the 1968 Portuguese Rally (Hopkirk, placed 2nd). It was afterwards sold to J. Whitehouse.

Please visit the documents section of the gallery of this listing where you will find photos of the paperwork to support our claim that this car has been restored and maintained to the very highest of standards, with an excellent provenance.

Forget self-aggrandising Portuguese football managers, for this Austin Mini Cooper S is a true ‘Special One’. Its provenance is incomparable and it’s presented in absolutely as new condition, as per its final ‘Group 2’ Spa-Francorchamps outing.

In terms of eligibility it ticks a veritable multitude of show, race and rally boxes. Fancy a blast up t’hill at the Goodwood Festival of Speed? Then this here beast would stand a bloomin’ good chance of being invited. How about competing at Spa Classic? Or you could convert it to its original Monte Carlo specification and take it rallying again… Bear in mind that this is one of just two Works Race Minis, and LBL 606D is the only one that has a V5 to allow it to be used on the road.

Given the endless permutations, we think LBL 606D will sell for somewhere between £97,500 and £150,000. At the lower end that’d be a steal (whisper it, but examples with lesser history have sold for significantly more!), whilst even at the upper end it’d surely prove to be a super investment.

“It has a unique dual identity,” says Jonathan. “If you wanted to rally it, then you could. Alternatively, you could keep and use it in its current Group 2 ‘works’ guise.”

Either way, historic and unrepeatable Mini Cooper S hi-jinks of the highest order lie ahead for its next owner.

Inspection is always encouraged (within Govt. guidelines of course), and this particular car is located here in Upminster, Essex; to arrange an appointment please use the Contact Seller button at the top of the listing. Feel free to ask any questions or make observations in the comments section below, or try our ‘Frequently Asked Questions’.

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BORING, but IMPORTANT: Please note that whilst we at The Market always aim to offer the most descriptive and transparent auction listings available, we cannot claim they are perfect analyses of any of the vehicles for sale. We offer far greater opportunity for bidders to view, or arrange inspections for each vehicle thoroughly prior to bidding than traditional auctions, and we never stop encouraging bidders to take advantage of this. We do take a good look at the vehicles delivered to our premises for sale, but this only results in our unbiased personal observations, not those of a qualified inspector or other professional, or the result of a long test drive.

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