Innocenti VIN

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Jan 30, 2012 | 11:03 AM

gottamini

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Joined: Dec 2007

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From: Cleveland, Ohio

Innocenti VIN

Does anyone know of an online reference for decoding the vin/chassis number for an innocenti mini. Or does someone have a book that they could look it up for me? All my mini books are in storage right now and I don't even know for sure if it would be in any of the books I have. Only thing I have able to find online is only for the UK built minis.
Thanks in advance.
Jon

Jan 30, 2012 | 12:08 PM

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Try this http://www.inno-mini-world.com/welcome.htm

Jan 30, 2012 | 03:43 PM

gottamini

Thread Starter

2nd Gear

Joined: Dec 2007

Posts: 135

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From: Cleveland, Ohio

I have been to that site several time but havent found what I was looking for. Maybe I'm looking in the wrong place.
Thanks

Jan 30, 2012 | 04:28 PM

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Does this help
[FONT=Verdana,Arial,Helvetica][SIZE=-1][FONT=Arial,Helvetica][SIZE=-1]Original engine identification numbers

850cc
8A Austin up to 25000
8MB Morris up to 25000
8AM Austin & Morris 25000 onwards
8AH Austin & Morris Automatic
8AJ Austin & Morris closed circuit breathing
8AK Austin & Morris automatic with closed circuit breathing
8WR Wolseley Hornet & Riley Elf
8AC Moke
85H/101 All variants 1969 onwards

Note: third suffix letter denotes compression type, L = Low, H = High, e.g. 8AM/U/H101 denotes high compression.

998cc
9WR Wolseley Hornet & Riley Elf Mk2, pre closed circuit breathing
9AD Austin, Wolseley Hornet & Riley Elf Mk2 with remote type gearbox and closed
circuit breathing
9AE Wolseley Hornet & Riley Elf Mk3
99H/-/101 on Wolseley, Riley, Mini 1000, Clubman1000 1970 onwards and Mk3 with dished
piston
99H/791 Mini 1974 onwards with dished piston
99H/997 1980 onwards A+ block, flat top psitons, economy fitment with 2.95 final drive
99H/A97P A+ block with dished pistons, pre-A+ gears, 3.44 final drive & 12-inch wheels

998 A+ block with centre locating tang in main cap, 1985 onwards
Flat top piston with circlip wrist pin retention
99H/B81 Up to engine number 127431
99H/C20 Up to engine number 105023
99H/997 From engine number 127422 with 2.95 final drive
99H/A35P

Flat top piston with press fit wrist pin
99H/B81 From engine number 127432
99H/C20 From engine number 105024
99H/D80

Flat top pistons with press fit wrist pins, Lead-free cylinder head
99H/G30 or G32 or G33
99H/F15 or F16
99H/E20 or E21
99H/D81
LBB10089

Dished pistons with circlip wrist pin retention
99H/B83P Up to engine number 102908
99H/B84P Up to engine number 100216

Dished pistons with press fit wrist pin
99H/B83P From engine number 102909
99H/B84P From engine number 100217

Dished pistons with press fit wrist pin, Lead-free
99H/G31
99H/E22
LBB10175

1100cc (1098cc)
10AMW/Ta Clubman Estate and Austin 110 (ADO16 shape)
10H791 Clubman saloon
10H/-/H All Austin 1100 2 & 4 door derivative Saloons (ADO16 shape)
10GR/Ta/H MG1100 (ADO16 shape)
10GRB/Ta/H MG1100 & Wolseley 1100 (ADO16)
10V/Ta/H Vanden Plas 1100 (ADO16 shape)

997 Cooper
9F/Sa/H101 to 2637 except 19201 to 20410 (became 1070S)

998 Cooper January 1964 onwards)
9FA/Sa/H Mk1 Austin pre closed circuit breathing
9FD/Sa/H Mk1 Morris up to engine number 1934, all Austin Mk2 closed circuit breathing and
Morris Mk2 from engine number 1935-33660 with closed circuit breathing
9FD/Xe/H 4 syncro gearbox introduced
99/-/H Last of manufacture 1969

Cooper S variants
970cc
9F/Sa/X Engine numbers 29001-29003 with Tecalamit filter
9FD/Sa/X Closed circuit breathing introduced with Tecalamit filter
9FE/Sa/X Closed circuit breathing, oil filter with oil light switch introduced
9F/Sa/X Engine numbers 29039-30029 Purolator oil filter with oil light switch and closed
circuit breathing
1070cc
9F/Sa/H Engine numbers 26501 to 33660 and 19201 to 20410
9FD/Sa/H Engine numbers 33661 to 33948 with closed circuit breathing and oil light switch in
oil filter head
1275cc
9F/Sa/Y Engine numbers 31001 to 31504 pre closed circuit breathing with Purolator oil filter
9FD/Sa/Y Closed circuit breathing with oil light switch on filter housing after engine number
32178
9FE/Sa/Y Closed circuit breathing with oil light switch on Purolator filter housing and piston
design change
9F/Sa/Y From engine number 32378 onwards, cosed circuit breathing with Purolator filter
with oil light switch, Aeg510 camshaft introduced at engine number 40006, cross-
drilled EN40Bcrank at engine number 42730 and metal dipstick tube at engine
number 42548 onwards
12H397 Cooper S Mk3 with dynamo, negative earth and Tuiftrided EN16T crankshaft
12H398 Cooper S Mk3 with alternator, negative earth and Tuftrided EN16T crankshaft

Note: Only Cooper S engines with prefix '9F' had EN40B forged steel, nitrided crankshafts. All other A-series engines had EN16T steel crankshafts which were only Tuftrided on Mk3 'S' and Austin 1300GT (ADO16) and were stamped 12G1683.

1275cc, Solid wall block (no tappet chest covers)
12G/Ta/H ADO17 shape Wolseley, Riley, MG & Vanden Plas fitted with S rods
12H379 1275GT with dynamo, negative earth, electric fuel pump and remote type gearbox
12H380 1275GT with alternator, negative earth, electric fuel pump and remote type gearbox
12H389 1275GT with dynamo, negative earth, mechanical fuel pump and remote type gearbox
12H390 1275GT with alternator, negative earth, mechanical fuel pump and remote type gearbox
12H706 1275GT with alternator, negative earth, mechanical fuel pump and rod changegearbox
12H397 Cooper S Mk3 with dynamo and negative earth
12H398 Cooper S Mk3 with alternator and negative earth
12H/-/ 1275 Austin ADO16 & Allegro
12H610/635 Innocenti Mini with duplex cam drive gears and 11-stud head
12H719/832 Innocenti Mini with simplex cam drive gears and 11-stud head

1275cc, 1990 onwards (12A numbers)
12A/2A Carburrettor type
12A/2B Carburrettor and catalyst type
12A/2D SPi (Single Point injection - Tbi, throttle body injection) with 9.4-1 CR
12A/E SPi (Tbi - throttle body injection) with 10-1 CR
With the following suffixes:
F53 10.0-1CR, 3.105 final drive, catalyst, oil cooler
F75 9.4-1CR, SPi, 3.105 final drive, closed loop catalyst
F76 9.4-1CR, automatic with closed loop catalyst
F77 10.0-1CR, SPi Cooper, 3.2 final drive, closed loop catalyst
G01 10.0-1CR, 3.105 final drive, catalyst, no oil cooler
G03 9.4-1CR, 3.105 final drive, catalyst, May 1992 onwards
G04 9.4CR, 2.76 final drive, catalyst, French only spec
G05 9.4-1CR, automatic with catalyst

Factory replacement engine reference numbers (i.e. New, and Gold and Silver Seal units)
8G28 850cc - Oil feed to primary gear type crank with 1.375-inch tail shaft
8G35 850cc - Deva bush conversion type crankshaft with 1.375-inch tail shaft
8G45 850cc - Gold Seal, 1.5-inch self oiling primary gear/crankshaft type
GSE1101E 850cc - Gold Seal unit
RKM1101E 850cc - Silver Seal unit
BHM1307E 850cc - Gold Seal unit, 85H prefix replacement
8G18 997cc Cooper - Oil feed to primary gear type crankshaft
8G29 997cc Cooper - Deva bush type primary gear and crankshaft
8G36 997cc Cooper - Oil feed converted primary gear and crankshaft
8G33 998cc Cooper - Fitted with 28G193 (12G202) cylinder head
8G40 998cc Cooper - 28G222 (12G295)cylinder head introduced
8G42 998cc Cooper - Closed circuit breathing rocker cover and side plates
8G49 998cc Cooper - Purolator oil filter with oil light switch introduced
GSE1103E 998cc Cooper - Gold Seal unit, was RKM1120E Silver Seal
RKM1103E 998cc Cooper - Silver Seal unit
8G57 998cc - New from 1969 and exchange for all pre-A+ up to 1981
GSE1102E 998cc -Gold Seal unit, was RKM1119E Silver Seal unit, pre-A+ up to 1981
RKM1102E 998cc - Silver Seal unit, pre-A+ up to 1981
RKM1119E 998cc - Silver Seal unit, replaced by RKM1102E, pre-A+ up to 1981
BHM1232 998cc - Low compression dished piston, CAM6267 camshaft, early cylinder head
and crankshaft main bearings with side locator tang, A+
BHM1377 998cc - High compression flat top piston, CAM4717 camshaft, early cylinder head
and crankshaft main bearings with side locator tang, A+
BHM1458 998cc - Low compression piston, CAM6267 camshaft, late A+ cylinder head and
crankshaft main bearings with central locator tang, A+
BHM1460 998cc - High compression press-fit wrist pin piston, CAM4717 camshaft, late A+
cylinder head and crankshaft main bearings with central locator tang, A+
LBB10089 998cc - Low compression press-fit wrist pin piston, CAM6267 camshaft, lead -
free late A+ cylinder head and crankshaft main bearings with central
locator tang, A+
8G156E 1100cc - Clubman, Special and Austin 1100 (ADO16)
RKM1150E 1100cc - Silver Seal unit for Clubman and Special
RKM1151E 1100cc - Silver Seal unit for Clubman and Special
BHM1042 1100cc - New and Gold Seal units for Clubman and Special, 1974-1980
BHM1229 1100cc - New and Gold Seal units for Clubman and Special, A+ Block, 1980 on
8G38 970cc - Gold Seal unit, pre closed circuit breathing, Cooper S
8G41 970cc - Gold Seal unit with closed circuit breathing sideplates, Cooper S
8G46 970cc - Gold Seal unit withoil light switch in filter housing, Cooper S
8G133 1070cc - Gold Seal unit, pre closed circuit breathing, Cooper S
8G153 1070cc - Gold Seal unit with closed circuit breathing side plates, Cooper S
8G145 1275cc - Pre closed circuit breathing unit, Cooper S
8G154 1275cc - Closed circuit breathing side plates unit, Cooper S
8G155 1275cc - Oil filter housing with oil pressure light switch, Cooper S
8G174 1275cc - Fitted with AEG510 camshaft, Cooper S
38G464 1275cc - Introduced in 1970, most of which were fitted with EN16 Tuftrided
crankshaft
8G200 1275cc - New and Gold Seal units Clubman 1275GT
38G527 1275cc - New and Gold Seal units for engine numbers prefixed 12H706, 12H707 &
12H831 for Clubman 1275GT
RKM1130E 1275cc - Silver seal unit, was RKM1112E, for Clubman 1275GT, pre-A+
RKM1152E 1275cc - Silver Seal unit for Clubman 1275GT, pre-A+
RKM1112E 1275cc - Silver Seal unit for Clubman 1275GT, pre-A+
BHM1220 1275cc - A+ unit for Clubman 1275GT
8G199E 1275cc - Gold Seal unit with Duplex cam drive gears for 1300GT (ADO16) and
Innocenti 1300, 11-stud cylinder head
38G559E 1275cc - Gold Seal unit with Simplex cam drive gears for engine numbers prefixed
12H719 and 12H832, for 1300GT (ADO16) and Innocenti 1300, 11-stud
cylinder head
GSE1109E 1275cc - Gold Seal unit for 1300GT (ADO16) and Innocenti 1300, 11-stud cylinder
head
RKM1133E 1275cc - Silver Seal unit for 1300GT (ADO16) and Innocenti 1300, 11-stud
cylinder head
BHM1209E 1275cc - Gold Seal unit, replaced all Innocenti 1300 engines from engine numbers
prefixed 12H610, 12H635 and 12H832
[/SIZE][/FONT][/SIZE][/FONT]

Jan 30, 2012 | 04:30 PM

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If not maybe this one
959 Through September 1969 – English Built

The general format for these early cars is:

A-A2S7L-###A

First position (“A” in the above example):

A = Austin (other than Cooper and S)

C = Austin Cooper or Austin Cooper S

K = Morris Cooper or Cooper S

M =Morris

R = Riley

W = Wolseley

Second position (also “A” in the above example):

= A series engine. Any standard Mini engine for the period:

848cc

970cc Cooper S

997cc Cooper

998cc Cooper and non-Cooper

1071cc Cooper S

1275cc Cooper S

Third position(s) (“2S” in the above example):

= Body type:

2S = 2-door saloon/sedan. Caution: bureaucratic bungles often interpret this as 25 (twenty-five)

B = Moke (“Buckboard”!)

U = Pick-up. Caution: U and V can be mistaken one for the other.

V = Panel van. Caution: U and V can be mistaken one for the other.

W = Estate (with or without wood). Officially, “Dual-purpose”

Fourth position (“7” in the above example):

= Series of Austin, or Morris, etc.:

1 = Mk I Riley Elf, Wolseley Hornet, and Austin/Morris Moke

2 = Mk II Riley Elf or Wolseley Hornet

3 = Mk III Riley Elf or Wolseley Hornet

4 = Mk I Morris

6 = Mk II Morris

7 = Mk I Austin

B = Mk II Austin

Fifth position (“L” in the above example):

D = De-Luxe.

L = Left hand drive. Right hand drive was not designated

S = Super De-Luxe

Number positions (“###” in the above example):

= The sequential build number:

The first car at Longbridge was number 101, as was the first at Cowley. From then on, each factory continued with their own number sequence regardless of the model; e.g., Saloon, Van, etc. In other words, each model did not start at 101 and maintain its own sequence. Saloons and Vans, etc., are mixed in the number sequence along with the Cooper and Cooper S models.

The number sequence was into seven digits, #######, by the end of September 1969.

Last position (“A” in the above example):

= Assembly plant. Officially, “Internal Use Only”

This seems to be used inconsistently on English built cars and it is understood that the car was built at the “normal” factory if the letter is left off; e.g., an Austin, Riley or Wolseley at Longbridge may or may not have an A after the sequence number.

Yes, there were Austin Minis built at the Morris plant in Cowley and Morris Minis built at the Austin plant in Longbridge.

Note that all English built Cooper and Cooper S models (Austin and Morris) as well as Riley Elf and Wolseley Hornet models were built at the Longbridge, Austin plant.

A = Longbridge

M = Cowley

Examples:

A-A2S7-123456 (or A-A2S7-123456A)

A right hand drive, Mk I, Austin Mini Saloon built at Longbridge

M-A2S6-1234567 (or M-A2S6-1234567M)

A right hand drive, Mk II, Morris Mini Saloon built at Cowley

C-A2S7L-123456

A left hand drive, Mk I, Austin Cooper or Cooper S

R-A2S2-123456

A right hand drive, Mk II, Riley Elf

A-AB1L-123456

A left hand drive, Austin Moke

M-AU4-123456

A right hand drive, Mk I Morris Pick-up

October 1969 to 1974 “Model Year” – English Built

During the previous months leading up to the cars in this time period, a Commission Number was introduced to go along with the Chassis Number/VIN. Both are helpful in identifying a car.

CHASSIS NUMBER/VINThe general format for the Chassis Number/VIN for these cars is:

X-A2S1N-XXX-A

VIN, First Position (“X” in the above example):

This is simply dismissed by the factory as “non significant”!

VIN, Second Position (“A” in the above example):

= Engine type

848cc

998

1275cc Cooper S and 1275 GT

VIN, Third Position (“2S” in the above example):

= Body type

2S = 2-door saloon/sedan. (Except Mk III Copper S and 1275GT) Caution: bureaucratic bungles often interpret this as 25 (twenty-five)

2W = Estate (“2 Door Dual Purpose”)

D = 2 door saloon (Mk III Cooper S and 1275GT only)

U = Pick-up. Caution: U and V can be mistaken one for the other.

V = Panel van. Caution: U and V can be mistaken one for the other.

VIN, Fourth Position (“1N” in the above example):

[Blank] = Mini 850. Produced only in the “round nose” style

1 = Round nose, traditional Mini body style. Includes: Mini 1000, Mk III Cooper S, Van, and Pick-up.

2 = Clubman, square nose style. Includes: Clubman saloon, Clubman Estate, and 1275GT.

VIN, Fifth Position (“N” in the above example):

N = Mini 1000

VIN, Number positions (“###” in the above example):

= The sequential build number:

Unlike the earlier cars, each “type” started with number 101; e.g., the first Mini 850 in this range started with 101 as did the first Mini 1000, the first Mk III Cooper S, etc.

VIN, Last position (“A” in the above example):

= Assembly plant. Officially, “Internal Use Only”

If used at all, this would be “A” for English built cars. All English built Minis were now being built at Longbridge.

A = Longbridge

Commission NumberThe general format for the Commission Number is:

N20S-XXX

Commission Number, First Positions (“N20S” in the above example):

= Car type

20U = Pick-up

20V = Van

20W = Clubman Estate

D20S = Mini 850

N20D = Mk III Cooper S

N20S = Mini 1000

S20D = 1275GT

S20S = Clubman

Commission Number positions (“###” in the above example):

Sequential number starting at 101 for each car type.

1974 “Model Year” To 1980 “Model Year” – English Built

VIN - The general format for the VIN for these cars is:

X-K2S1N-XXX-A

VIN, First Position (“X” in the above example):

This is simply dismissed by the factory as “non significant”!

VIN, Second Position (“K” in the above example):

= Engine type

A = [Unknown if this was used. If so, it indicated any of the A series engines still in production at that time]

C = 1098cc

E = 1275cc

K = 848cc

L = 998cc

VIN, Third Position (“2S” in the above example):

= Body type

2D: The factory microfiche does not list a designator for the 1275GT. This would imply there wasn’t one; however, it is likely the 2D designator was still used. The microfiche shows 2D used for the 1980 model year. If no designator is listed, the Commission number must be used to identify the 1275GT.

2S = 2-door saloon/sedan. (Except 1275GT) Caution: bureaucratic bungles often interpret this as 25 (twenty-five)

2W = Estate (“2 Door Dual Purpose”)

U = Pick-up. Caution: U and V can be mistaken one for the other.

V = Panel van. Caution: U and V can be mistaken one for the other.

VIN, Fourth Position (“1” in the above example):

1 = Round nose, traditional Mini body style. Includes: Mini 850, Mini 850 City, Mini 850 Special Deluxe, Mini 1000, Van (848cc and 998cc), Mini Special 1098cc, and Pick-up (850cc and 998cc).

2 = Clubman, square nose style. Includes: Clubman Saloon (998cc Automatic and 1098cc Manual), Clubman Estate (998cc Automatic and 1098cc Manual), and 1275GT.

VIN, Fifth Position (“N” in the above example):

N = Special Deluxe (Except for North America). Includes the Mini 850 Special Deluxe, the Mini 1000, and the Mini Special 1098cc.

North America:

A = 1970

B = 1971

C = 1972

D = 1973

E = 1974

F = 1975

G = 1976

H = 1977

J = 1978

L = 1979

VIN, Number positions (“###” in the above example):

= The sequential build number:

Each “type” of car (with one exception) started with number 101; e.g., the first Mini 850 in this range started with 101 as did the first Mini 1000, the first 1275GT, etc.

The factory records list one exception: the export Mini Special 1098cc. The starting number, for some reason, is listed as 1012011

VIN, Last position (“A” in the above example):

= Assembly plant. Officially, “Internal Use Only”

If used at all, this would be “A” for English built cars.

A = Longbridge

COMMISSION NUMBERThe general format for the Commission Number is:

N20S-XXX

Commission Number, First Positions (“N20S” in the above example):

= Car type

20U = Pick-up

20V = Van

20W = Clubman Estate

B20S = Mini City

D20S = Mini 850

J20S = Mini 1100 Special (UK only)

N20S = Mini 1000

S20D = 1275GT

S20S = Clubman

T20S = Mini 850 Super

Commission Number positions (“###” in the above example):

Starting numbers are as follows:

20U = 13205L

20V = 84679L

20W = 77031A

B20S = 101

D20S = 83622L

J20S = 101

N20S = 20531L and 230547A

S20D = 19416A

S20S = 104632A

T20S = 101

Note that there is no listed explanation for the “A” and “L” endings. If these are intended to be the same as used for VIN numbers, the “A” would be Longbridge. Literature has suggested that “L” = Morocco! This has not been confirmed from factory microfiche.

[FONT=arial,helvetica,sans-serif][SIZE=5]1980 “Model Year” – English Built[/SIZE][/FONT]

Note that the VIN plate for these cars is likely marked, “BL CARS LTD The general format for the VIN for these cars isVIN, First Position (“X” in the above example):

This is simply dismissed by the factory as “non significant”!

[FONT=tahoma,arial,helvetica,sans-serif][SIZE=2]VIN, Second Position (“K” in the above example)

SIZE=2]= Engine type

SIZE=2]C = 1098cc

SIZE=2]E = 1275cc

SIZE=2]K = 848cc
l= 998cc[/SIZE][/FONT]

SIZE=2]VIN, Third Position (“2S” in the above example):

SIZE=2]= Body type

SIZE=2]2D = 1275GT

SIZE=2]2S = 2-door saloon/sedan. (Except 1275GT) Caution: bureaucratic bungles often interpret this as 25 (twenty-five)[/SIZE][/FONT]

SIZE=2]2W = Estate (“2 Door Dual Purpose”)[/SIZE][/FONT]

SIZE=2]U = Pick-up. Caution: U and V can be mistaken one for the other.

SIZE=2]V = Panel van. Caution: U and V can be mistaken one for the other.

SIZE=2]VIN, Fourth Position (“1” in the above example)

SIZE=2] = Series of model

SIZE=2]1 = Round nose, traditional Mini body style.[/SIZE][/FONT]

SIZE=2]2 = Clubman, square nose style.[/SIZE][/FONT]

2]VIN, Fifth Position (“N” in the above example)

SIZE=2] = Specification
SIZE=2]N = Special Deluxe. The factory microfiche does not indicate that North American cars continued on with the dating
code used on previous cars; e.g., “M” = 1980.[/SIZE][/FONT]

[FONT=tahoma,arial,helvetica,sans-serif][SIZE=2]VIN, Number positions (“###” in the above example)

SIZE=2]= The sequential build number:

SIZE=2] Build numbers are not listed. It is suspected that they carry on with the numbers from the previous series of cars; i.e.,
numbers were not started from 101, again.

SIZE=2]VIN, Last position (“A” in the above example):[/SIZE]
SIZE=2]= Assembly plant. Officially, “Internal Use Only”

SIZE=2] If used at all, this would be “A” for English built cars.

SIZE=2]A = Longbridge

Oct 1980 to Nov 1985 – English Built

VIN

Note that the VIN plate for these cars is likely marked, “Austin Rover Group LTD”

It is possible that the dating in the factory microfiche is incorrect and the change date is October 1984, not 1985. Major changes were made by October 1984 (for instance, 8.4” brakes and 12” wheels became standard).

The general format for the VIN for these cars is:

SAX-X-K2S1N-XXX-A

VIN, First Three Positions (“SAX” in the above example):

This is the World Make Identifier. The factory microfiche indicates this was started on these cars in Feb 1981.

SAX = MG-Rover

VIN, Fourth Position (“X” in the above example):

This is simply dismissed by the factory as “non significant”!

VIN, Fifth Position (“K” in the above example):

= Engine type

C = 1098cc

K = 848cc

L = 998cc

VIN, Sixth (and Seventh) Position (“2S” in the above example):

= Body type

2S = 2-door saloon/sedan. Caution: bureaucratic bungles often interpret this as 25 (twenty-five)

2W = Estate (“2 Door Dual Purpose”)

G = P.O. Mail Van

U = Pick-up. Caution: U and V can be mistaken one for the other.

V = Panel van. Caution: U and V can be mistaken one for the other.

VIN, Eighth Position (“1” in the above example):

= Series of model

1 = Round nose, traditional Mini body style.

2 = Clubman, square nose style.

VIN, Ninth Position (“N” in the above example):

= Specification

N = HL, Special, HLE, or Mayfair

R = Mini 25

S = Mayfair (LHD – France only)

VIN, Number positions (“###” in the above example):

= The sequential build number:

Build numbers are not listed. It is suspected that they carry on with the numbers from the previous series of cars; i.e., numbers were not started from 101, again.

VIN, Last position (“A” in the above example):

= Assembly plant. Officially, “Internal Use Only”

If used at all, this would be “A” for English built cars.

A = Longbridge

Nov 1985 to Circa 1990?? – English Built

VIN

Note that the VIN plate for these cars is likely marked, “Austin Rover Group LTD”

It is possible that the start date is really November 1984, not 1985 as stated in the factory microfiche.

The general format for the VIN for these cars is:

SAX-X-L2S1N20-XXX-A

VIN, First Three Positions (“SAX” in the above example)

This is the World Make Identifier.

SAX = MG-Rover

VIN, Fourth Position (“X” in the above example):

This is simply dismissed by the factory as “non significant”!

VIN, Fifth Position (“L” in the above example):

= Engine type

L = 998cc

VIN, Sixth (and Seventh) Position (“2S” in the above example):

= Body type

2S = 2-door saloon/sedan. Caution: bureaucratic bungles often interpret this as 25 (twenty-five)

VIN, Eighth Position (“1” in the above example):

= Series of body

1 = Round nose, traditional Mini body style.

VIN, Ninth Position (“N” in the above example):

= Class

N = HLE, Mayfair (RHD)

O = E, City E

S = Mayfair (LHD)

VIN, Tenth Position (“2” in the above example):

= Model year

2 = 1984 on (This conflicts with the microfiche indicating this position was used starting in November 1985.)

VIN, Eleventh Position (“0” in the above example):

= Steering

0 = RHD

1 = LHD

VIN, Number positions (“###” in the above example):

= The sequential build number:

Build numbers are not listed. It is suspected that they carry on with the numbers from the previous series of cars; i.e., numbers were not started from 101, again.

VIN, Last position (“A” in the above example):

= Assembly plant. Officially, “Internal Use Only”

If used at all, this would be “A” for English built cars.

A = Longbridge

1990 XN-----010001 On (1300cc cars only) – English Built

VIN

The general format for the VIN for these cars is:

SAX-XN-N-A-Y-B-B-D-######

VIN, First Three Positions (“SAX” in the above example)

= World Make Identifier.

SAX = MG-Rover

VIN, Fourth and Fifth Positions (“XN” in the above example):

XN = Mini 1300

VIN, Sixth Position (“N” in the above example):

= Class

N = Sport, Cooper, Cabriolet

V = Kensington

W = HLS, Mayfair

Y = City, Sprite

VIN, Seventh Position (“A” in the above example):

= Body type

A = 2-door saloon/sedan.

B = Cabriolet

VIN, Eighth Position (“Y” in the above example):

= Engine

D = 1300 Carb

M = 1300 Carb

X = 1300 SPi (standard compression ratio, 9.4:1)

Y = 1300 SPi (high compression ratio, 10.1:1)

Z = 1300 MPi (high compression ratio, 10.1:1)

VIN, Ninth Position (“B” in the above example):

= RHD/LHD, Transmission type, Final Drive

B = RHD, Manual, 3.105

C = RHD, Manual, 3.21

E = RHD, Manual, 2.76

K = RHD, Automatic

M = LHD, Manual, 3.105

N = LHD, Manual, 3.21

R = LHD, Manual, 2.76

Y = LHD, Automatic

VIN, Tenth Position (“B” in the above example):

= Model Change

A = 1300 Special Edition

B = 1300

VIN, Eleventh Position (“D” in the above example):

= Assembly Plant

D = Longbridge

Last edited by Braminator; Jan 30, 2012 at 04:37 PM.

Jan 30, 2012 | 04:40 PM

gottamini

Thread Starter

2nd Gear

Joined: Dec 2007

Posts: 135

Likes: 0

From: Cleveland, Ohio

Still not what I was looking fot but good to know. I am lookig to decode the VIN/chassis number to figure out year/ model/ original engine size/options,etc. for an innocenti mini. All the charts I have found so far only cover the minis built in the England.
Jon

Jan 30, 2012 | 05:11 PM

Braminator

OVERDRIVE

iTrader: (3)

Joined: Aug 2011

Posts: 7,242

Likes: 53

From: Wherever she takes me.

What year is it?

Innocenti VIN

Innocenti VIN

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