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6. From the Original to the Original.
The MINI Design. 29
7. The Revolutionary with the Drawing Pad.
Sir Alec Issigonis, the Father of the Classic Mini. 36
Innovativ, Innovative, unmistakable, stylish – and inspiring time and again. Just like the classic Mini, the MINI stands for unique design providing brand-new answers to the challenges of its time. Creating the classic Mini, constructor Alec Issigonis and his team had succeeded in re-defining the entire philosophy of the small and compact car in 1959. Developing the MINI, his successors, as it were, re-interpreted the concept of maximum interior space on minimum road surface in modern, up-to-date style.
The result, created almost four decades apart, was two cars of supreme character proudly presenting their unique qualities in a truly unmistakable manner. Both back then and today, thrilling driving characteristics and irresistible design create one complete unit as the sign of distinction of an entire brand. The starting point for the design of the classic Mini was a vision following clear targets: smaller than all models produced so far by British Motor Corporation, the new car was still to provide sufficient space for four occupants and their luggage. Clearly, therefore, Issigonis focused on economy of space as the fundamental consideration in the development process.
At the same time, he wished to offer an innovative answer to the small and compact cars already available on the market in Europe, following his principle that a good designer should never ever copy the competition.
To provide as much space as possible for the occupants on the car’s very small footprint, even the technical features and components of the classic Mini had to be moved together. The ideal concept making this possible from the start was of course the engine fitted at the front in conjunction with front-wheel drive. But that alone was not enough for Issigonis. For while there was enough space for a four-cylinder power unit beneath the short bonnet, this was only because Issigonis fitted the engine crosswise and placed the gearbox beneath the drive unit. Certainly, an innovative interpretation of the “form follows function” principle is still one of the decisive factors in the design of the MINI to this very day.
Issigonis set forth all these plans and configurations not in long documents and studies, but rather in a host of drawings and personal sketches. Indeed, he had already succeeded in compensating for his rather limited ambition for mathematics at school and university through his excellent drawings. And now these drawings became the characteristic trademark of this ingenious engineer and constructor.
With just a few strokes of his pencil he was able to create visions, illustrate solutions for complicated technical problems, and therefore develop greater power of conviction than even the most moving speaker in a detailed technical lecture. Issigonis’ almost contagious euphoria was also expressed by the fact that he often did his drawing on paper table-cloths or menu cards, because his notepad was already full.
One of the legends circulating around the classic Mini is the story of a design sketch done by Issigonis on the paper napkin of a hotel restaurant later used for the first “official” draft on the drawing board in Issigonis’ construction office. In the course of 1958 both the exterior and the interior of the Mini took on their final shape. Striking features later to become characteristic of the classic Mini were the body panel seams between the wings and the bodyshell facing to the outside.
The reason for this particular feature was quite simply money: welding seams facing to the outside were a lot cheaper in production. The second feature typical of cost-oriented production also clearly visible from outside was the door hinges on the outside of the doors themselves. And the driver who was not able to make do with the luggage compartment offering capacity of 195 litres or 6.8 cubic feet, was able to quite simply leave the boot lid open – since the lid was hinged at the bottom, it served conveniently as a “tray” even taking up bulky objects fastened more or less safely in position. Indeed, this was not even a secret tip, since high-gloss brochures presented this enlarged loading capacity in colourful pictures.
The interior naturally also followed the car’s minimalist philosophy: A simple cable served to open the doors and the usual dashboard in front of the driver and passenger was replaced in the classic Mini by a small shelf. Right in the middle was the centre instrument, the speedometer and mileage counter as well as the fuel gauge, with two toggle switches for the screen wipers and the lights right below.
Despite numerous detailed changes and modifications, the basic shape of the classic Mini remained unchanged for no less than 41 years. In the course of time this revolutionary small car became a classic in the history of the automobile, a timeless masterpiece chosen in 1995 by the readers of Autocar, the British car magazine, as the “Car of the Century”. Like its driving behaviour, the typical look of the classic Mini remained a perfect image of the car’s character over years and decades, ultimately providing the starting point for the design of the modern MINI.
Back in the mid-1990s, shortly after BMW had taken over Rover Group, the first plans were considered for a new version of this unique compact car. A study of the MINI Cooper was the presented at the 1997 Frankfurt Motor Show, making it quite clear from now on that this was not going to be merely a copy of the classic model, but rather a modern interpretation of the Mini concept so rich in tradition. Indeed, this concept car combined the classic values of the classic Mini with the demands made of a modern automobile on the threshold to the 21st century.
A spectacular sports car concept had already been presented at the beginning of the year on the occasion of the Monte Carlo Rally. Thirty years after the classic Mini had won the Monte Carlo Rally the last time, this two-seater, right-hand-drive mid-engined ACV 30 (Anniversary Concept Vehicle) study definitely hit the headlines not just on account of its truly powerful and muscular proportions. Rather, the study also made it quite clear how the design features so characteristic of the classic Mini – such as the hexagon radiator grille and the large round headlights – could be carried over into a modern vehicle concept.
So the question is obvious: What would the ideal small car look like when carrying forward the ideas and principles of Sir Alec Issigonis, that ingenious constructor, from the 1950s into the 21st century, with all the technical options and customer preferences of these modern times? Looking for an answer to this question was certainly a promising undertaking right from the start, particularly as neither the drive concept of the classic Mini nor its virtually unchanged look had lost any of their charm over a period of approximately four decades.
Precisely this is why the MINI Project Team run originally by Frank Stephenson and later by MINI Chief Design Gert Volker Hildebrand attached great significance to conveying not only design details, but also the fundamental idea from the early years of the classic Mini to these modern days of motoring. The MINI was also to be a unique car offering ample space for four with their luggage, featuring an economical drive concept, and boasting driving and handling qualities no other model in this segment was able to offer.
At the same time the development engineers naturally also considered the high standard of comfort now taken for granted as well as the most demanding safety requirements. The result, obviously, was once again a revolutionary new small car oriented in every respect to the needs of its times and at the same time developed and manufactured according to the quality standards of a leading premium brand.
This harmony of the targets set by the development engineers and the fundamental values of the concept is reflected in a unique design authentically visualising the common character shared by the classic Mini and the MINI and borne out by a beautiful play on lines and joints, circles and ellipsoids.
With the car measuring 3.63 metres or 142.9" in length, the overall layout and proportions, including short overhangs front and rear expressing the agile handling of the MINI through its exterior, were all retained as a faithful rendition of the classic Mini. The classic subdivision of the car into three sections – the actual body, the window graphics surrounding the entire vehicle as a kind of band, and the roof seeming to hover in space – was taken up again in a modern rendition. The shoulder line extends from the headlights across the muscular shoulders all the way to the C-pillars, where the roof is closer to the body than upfront on the A-pillars. This creates side window graphics opening up to the front and clearly emphasising the forward-pushing motion and the sportiness of the car.
Features typical of the brand and already unmistakable on the classic Mini were also re-interpreted on the new model. As an example, a modern rendition of the hexagon radiator grille and the round headlights now no longer surrounded by the wings, but rather integrated in the engine compartment lid, help to give the MINI its typical face so characteristic of the brand.
The side direction indicator surrounds serving on the MINI to distinguish the individual model variants, are also acknowledged as genuine icons in design. In particular, the side indicators guide the eyes of the beholder to the joint on the engine compartment lid of the MINI sweeping back at an angle like the joint on the side panels of the classic Mini. The rear light clusters standing upright also serve once again as a powerful sign of distinction now featuring a sophisticated chrome frame on the MINI. Indeed, this is once again a clear reminiscence to the classic Mini which always boasted its chrome look, consistently rejecting the inundation of plastic in automobile design of the ’70 and ’80s.
Last but not least, the very concave, three-dimensional and powerful design of the rims again takes up and reflects the style of the classic Mini, even if the wheels are now larger, wider, and come on runflat tyres.
The interior of the MINI is likewise unmistakable in its design, the Centre Speedo in the middle of the dashboard bringing back a characteristic feature of the classic Mini and enhancing this look to create a truly unique design element. Up to 1968 the speedometer on the classic Mini was also a central instrument which, through its looks alone, provided decisive inspiration for designing the surrounds on the MINI’s control units and switches.
Further, unique highlights come from the round air vents and the elliptic main elements on the door linings reflecting the design language of “circular elements” so typical of the MINI and also to be admired on the exterior. More than ever before, the current fortes of the MINI come out on the design of the latest model generation introduced in the autumn of 2013. Again following the philosophy of “From the Original to the Original”, both the basic design and the unique details of the car were revised and upgraded in the second generation in a painstaking, evolutionary process.
The powerful stance of the car on its big and muscular wheels now emphasises the sporting character of the MINI even more convincingly. The Centre Speedo is even larger than before even, now framed by a lighting band, and offers space for the display of a navigation system, again providing those unmistakable highlights so typical of the brand. Like the classic Mini, the MINI, thanks to its harmonious and perfectly balanced overall concept, arouses a feeling of affection and almost love at very first sight. To a large extent this is attributable to the cleverly integrated codes of “human body archetype” design language: Through its proportions and friendly mimicry, the MINI arouses the protector’s instincts. The powerful shoulders of the car, in turn, exude a sense of safety and security, and the body itself is characterised through its softly flowing shapes.
Through its design philosophy alone, the MINI allows up-to-date, ongoing development of all features so typical of the brand while retaining its own, unique character. This starting point also provides a wonderful opportunity to carry over the design language so typical of MINI to innovative vehicle concepts extending the range and wealth of the MINI model family. The idea to present MINI in a new context was demonstrated for the first time in a fascinating study in 2005, when the MINI Concept made its world debut at the Frankfurt Motor Show.
Presenting this unique study, MINI paved the way to a brand-new category of cars re-interpreting the classic shooting brake concept in modern style. The MINI Concept therefore took up traditional design philosophies already borne out in the 1960s in the guise of the Morris Mini-Traveller and the Austin Mini Countryman, applying these philosophies to modern-day requirements and therefore presenting new options in the body design and functionality of the MINI. Following the motto “Travel the World”, the MINI Concept was presented in a total of four renditions, each highlighting specific facets of the MINI brand and focusing on the place where the cars were being presented: In Frankfurt the emphasis was on elegance, at the 2005 Tokyo Motor Show the concept model highlighted the British origins of MINI. At the 2006 North American International Auto Show in Detroit the emphasis was on wintersport, and at the 2006 Geneva Motor Show the MINI Concept paid tribute to the legendary success of the brand in motorsport.
In all cases the concept car boasted a truly innovative door arrangement revolutionising the use of and access to the car’s interior: At the rear the designers introduced a Splitdoor configuration based on the classic door arrangement of the Morris Mini-Traveller and the Austin Mini Countryman. This two-piece rear door with each door element hinged far to the outside and opening outwards offered particularly generous access to the luggage compartment of the MINI Concept – a principle shortly thereafter presented for the first time in a production version of the MINI.
The 2007 Frankfurt Motor Show marked the world debut of the MINI Clubman which has been enriching the model family ever since. Compared directly with the MINI, the MINI Clubman offers 24 centimetres or 9.45" more body length and 8 centimetres or 3.15" longer wheelbase serving entirely to enhance legroom at the rear.
On the MINI Clubman the driver’s and front passenger’s doors are supplemented not just by the Splitdoor at the rear, but also by an additional opening on the right side of the car. This additional door on the right, the Clubdoor opening against the direction of travel like a coach door, offers passengers sitting on the rear seats of the MINI Clubman comfortable and convenient access to the rear passenger area. In its side view the MINI Clubman is characterised by a dynamic wedge shape created through the interplay of the shoulder line rising up slightly to the rear and the horizontal roofline.
Up the A-pillars, the MINI Clubman is identical to the “regular” MINI. It then gains its unique look through its longer wheelbase and longer roofline extending straight back to the steep rear end.
Yet a further special feature is the slight increase in the roof flanks extending on both sides from the A- all the way to the C-pillars along the entire length of the roof and referred to as the Dune Line. This gives the roofline a truly exciting, eye-catching “sweep” and raises the height of the car’s flank by approximately two centimetres. As a result, the proportions of the MINI Clubman are particularly smooth and well-balanced also from the side.
Like the classic Mini, the MINI is also available with contrasting colours on the roof – and indeed, this particular sign of distinction is of great significance on the MINI Clubman, where, apart from the roof, the C-pillars also come in the contrasting colour ordered by the customer to give the Splitdoor at the rear an additional optical effect. Ultimately this gives the car a very compact look at the rear and adds to its individual, unique appearance on the road.
The open-air model of the brand is a genuine MINI but at the same time a truly unique character. The first new MINI Convertible was presented at the 2004 Geneva Motor Show three years after the closed MINI, but naturally with the same unmistakable design features. Apart from the soft roof combining the proportions typical of MINI when closed with a unique silhouette, the four-seater boasted a number of other features typical of a genuine Convertible. The waistline rising towards the end of the car, for example, was accentuated from the start by a chrome bar all round the vehicle, the steep windscreen was just as characteristic as the chrome-plated rollbar. And at the rear the boot lid opening downwards as well as the hinges at the outside offered further features reminiscent in their design of the classic Mini. The latest edition of the MINI Convertible experienced its first summer in 2016. 18 seconds suffice to combine the further enhanced driving fun in a MINI with the intense open-air feeling. This is facilitated in the new MINI by a fully-automated mechanism for opening the roof that is all-electric for the first time making it particularly low noise. There is now also a fully integrated rollbar.
Just as classical design features were transferred to a modern vehicle concept tailored to the requirements of the 21st century, the design so typical of the brand was also mapped onto the models of the premium compact segment. In 2010, the first MINI was presented with an exterior length of more than four metres, five doors and five seats. The MINI Countryman conquered new target groups across the world – with its unambiguous augmentation of versatility and the inimitable style of its design, making it a typical representative of the heritage British brand at first glance.
In the latest model generation, the MINI Clubman and the new edition of the MINI Countryman bring style typical of the brand into the premium compact segment. Reinterpreted and carefully enhanced, they also include typical MINI proportions, the characteristic three-way split between bodywork, window graphics and roof, the powerful stature underpinned by the wheels, and the unique details including the side scuttles, a large number of chrome elements, the hexagonal radiator grille and the large headlamps.
As the first premium small car with all-electric drive, the new MINI Cooper SE also defines benchmarks for driving fun geared to the future in its design. It is based on the MINI 3 Door and differs from this with selective modifications and subtle differentiations from the conventionally powered models of the brand.
Powerful proportions, the horizontal vehicle structure, short overhangs and wheels positioned at the corners of the car characterise the appearance of the MINI Cooper SE. Precisely defined accents point to its future-proof drive system. The charging connection is positioned above the right-hand rear wheel and this is precisely where the tank nozzle is situated in the conventionally powered MINI 3 Door. An embossed MINI Electric Logo points to the difference in energy supply. Yellow versions of this logo also embellish the familiar side scuttles for the side indicators, the tailgate and the radiator grille. The central element of the vehicle’s front profile highlights the brand-typical hexagonal contour in the MINI Cooper SE, although it is shrouded owing to the low requirement of the electric motor for cooling air. A yellow trim bar on the grille and the wing-mirror caps finished in the same colour complete the model-specific design.
In the same way as the model-specific front grille, the essentially closed floorpan and the independent design of the rear apron contribute to the reduction of air resistance. The fact that the electrically powered MINI does not require an exhaust system, favours airflow in the floorpan and at the rear. An aerodynamically optimised surface is also highlighted by the optional 17-inch alloy wheels with an asymmetric design in the version MINI Electric Corona Spoke 2 Tone.
He had already been successful with his own sports cars and he had been commissioned on a number of occasions to develop large saloons. But his favourite project, as Alec Issigonis made it quite clear, was the construction of a simple, extremely functional and very affordable small car. So when Issigonis, the Deputy Technical Director of the Austin Plant in Longbridge, was requested in late 1965 by Leonard Lord, the Chairman of British Motor Corporation (BMC), to develop a brand-new and truly innovative car, he was absolutely thrilled and knew exactly what he wanted.
The new car was to be smaller than all models built by BMC so far, but nevertheless offer sufficient space for four occupants and their luggage. A four-cylinder already built by the company was to provide the necessary power, while the driving characteristics and the all-round economy of the new small car were to set new standards. Considering this brief and the demanding requirements to be fulfilled, what Issigonis needed was no more and no less than an absolutely revolutionary new design – exactly the right job for him and his team.
Back then Alec Issigonis was 51 years old, a seasoned constructor and automotive engineer with an unconventional career and an exceptional approach to his work. At the time his contemporaries described him as an almost pedantic tinkerer and a passionate technician simply bursting with enthusiasm. Issigonis did not always do his designs on the drawing board in the construction office, but rather opted for paper napkins or the little drawing pad he always kept handy to present his ideas to his colleagues and staff members during lunch. Mathematics he regarded as the “enemy of every creative human being”, and with his wealth of ideas, his enthusiasm and his distaste for compromises he pushed his team forward to top performance time and again.
Opting for front-wheel drive and the engine fitted crosswise at the front with the gearbox directly below, Issigonis right from the start created ideal conditions for excellent efficiency in the use of space. No less than 80 per cent of the space taken up by the Mini, what one might call the car’s “footprint” on the road, was exclusively for the passengers and their luggage. Overall length of the new car was 3.05 metres or 120.0", and the Mini might indeed have been even shorter. But Issigonis had exact ideas and intentions, which he presented to his team in a rather unusual manner: He had them cut through a model of the Mini right down the middle, then moving the two halves apart centimetre by centimetre. And when he finally cried out “stop!”, the Mini had reached its ideal length.
Just seven months after the official go-ahead, two prototypes of the new small car were ready to go. So Issigonis invited his boss Leonard Lord to a test drive he still recalled full of amusement years later: “We drove round the Plant, and I was really going like hell. I’m certain he was scared, but he was very impressed by the car’s roadholding. So when we stopped outside his office, he got out and simply said: ‘All right, build this car.’ ”
From this moment on the ongoing development of the Mini in becoming a genuine legend was unstoppable. And Issigonis had secured his position on the podium as one of the world’s most ingenious and influential automobile constructors. The master himself was a bit more reserved, making it quite clear that “I didn’t invent the Mini, I built it.”
Alexander Arnold Constantine Issigonis was born in the Turkish town of Smyrna, today’s Izmir, as the son of a Briton of Greek origin and a mother from Bavaria, on 18 November 1906. He inherited his great interest in technology and machines from his father who, shortly after the turn of the century, ran a company for marine engine technology.
In 1922 the family was forced to flee to Malta when the Turkish state was established in very hectic turmoil. His father died on the island and his mother took him to England where, two years later, young Alec was finally able to drive his first car: a Weymann-bodied Singer in which he chauffeured his mother through Europe in 1925 in a “never-ending series of breakdowns”, as Issigonis recalled later. But it was precisely this unforgettable experience which, immediately upon returning back home, encouraged him to start a three-year course in mechanical engineering at Battersea Polytechnic in London.
Issigonis’ great talent for craftsmanship and his passion for designing and drawing new technical concepts proved barely sufficient at the time to set off his strong distaste of mathematical theory. So he just about managed his final exam, but did not qualify for ongoing studies at the college in Battersea. His obvious conclusion was to enter professional life as a technical draughtsman and salesman in a design office for automotive technology in London. Buying an Austin Seven from his first salary, he prepared the car for racing and entered his first event in March 1929. In the years to follow Issigonis developed his own monoposto in his spare time with design and construction features destined to later make him famous: the Lightweight Special was absolutely tiny, extremely light, but technically progressive – and successful. In 1934 Issigonis joined the design and construction team of Humber Ltd., the Coventry-based car maker, where he worked on the introduction of independent suspension. He proved so good at the job that Morris Motors recruited him themselves just two years later on account of his skill in suspension development.
During the war Issigonis had no choice but to work on various military vehicles, which he nevertheless used as “guinea pigs” for technical innovations.
In 1941 Morris launched the Mosquito Project, a compact four-seater for the post-war era. And indeed, despite the most challenging conditions, Issigonis, reputed to be an all-out workaholic, and his the team had the first road-going prototype ready within three years. Precisely this model introduced as the Morris Minor in 1948 became the most successful car built by the brand in the post-war years.
When Morris and Austin Motor Company merged four years later to form British Motor Corporation, Issigonis no longer saw any perspectives for his creativity in future. So he started working for Alvis, with the intention to develop a luxury saloon. But with the project ultimately failing for financial reasons, BMC took Issigonis on again in 1955 as their Deputy Technical Director at the Austin Plant in Longbridge. Here Issigonis was to develop a number of new model series for the small, medium-sized and upmarket segments to secure the future of what was then Europe’s largest car maker. Since particularly the small car project was acknowledged as very urgent due to the Suez Crisis, the new model made its debut in 1959 as the Morris Mini-Minor and the Austin Seven. Large models only came later, with the four-door Morris 1100 midrange model entering the market three years later and the very spacious Austin 1800 in 1964.
The success of the classic Mini also gave worldwide fame to the car’s “father”. In 1961 Alec Issgonis, in his position as Technical Director, became a Board Member of Austin Motor Company, and two years later he was appointed to the Board of BMC. In 1967 he became a member of the Royal Society, the most renowned research society in Britain, and two years later the Queen knighted the father of the Mini. Sir Alec Issigonis retired in 1971, but remained an advisor to the company until 1987. One year later he died on 2 October, shortly before his 82nd birthday.
To this day this outstanding automotive engineer and constructor lives on in countless memories. And the market launch of the second generation of the Mini was indeed held exactly on 18 November 2006, the 100th birthday of the father of the classic Mini, in the honour of this great man.
4. MINI All the Way – Always Different.
Customised to Your Personal Taste. 17
5. Traditional Values and Modern Diversity.
Concept and Technology. 21
Driving a MINI is not just a matter of getting from A to B, but rather an expression of your own personal style. And indeed, the many options to customise the MINI give the enthusiast a wide range of opportunities in bringing out his – or her – personal taste and preferences. Offering a wider range of features and highlights and going into greater detail than any other manufacturer of small and compact cars, MINI gives the customer the freedom to bring out his or her individual style and choice on the car, an exceptionally wide range of exterior and interior colours, seat upholstery and trim variants setting the foundation for a personal configuration tailored to the driver.
A further point is that all the current MINI models are available with numerous highly attractive and sophisticated options straight from the plant, again enhancing both driving pleasure and motoring comfort. The range of Original MINI Accessories offers further highlights, comprising classic motorsport technology in John Cooper Works components, comfort-oriented features such as an iPod interface, features highly practical in everyday use such as a roof rack made of ultra-strong, eloxy-plated aluminium bars, or exceptional components such as additional headlights and extravagant roof trim.
The unusually wide range of equipment and accessory features offered on the MINI reflects the strong awareness and critical perspective of the customer in choosing such a small premium car. Opting for a MINI, the customer from the start expresses his or her sense of special values. He identifies with a car concept which, more than any other, offers pure harmony of emotional values and up-to-date qualities. The characteristic design and the unmistakable style of the brand, unparalleled driving pleasure, premium quality and modern, very efficient drive technology form a symbiosis quite unique in this segment of the market. This exceptional position of the MINI comes out even more clearly whenever each specific model stands out from the crowd through its sophisticated and stylish features. Hence, a typical MINI is not just an exceptional vehicle, but in nearly all cases a genuine one-off masterpiece.
The wide range of options in customising the car is reflected right from the start in the production process. Every MINI is built specifically to the customer’s order at the MINI Plant in Oxford or at the production partner VDL Nedcar in Born, Netherlands. Every customer is able to put together his or her MINI precisely to his or her personal wishes. All production and logistic processes are highly flexible, catering for this wide range of variants right from the start.
Considering the numerous options and items of equipment and, as a result, the almost infinite range of variants conceivable, it is extremely unlikely that two absolutely identical MINIs will leave the plant within one and the same year of production. Customisation of the classic Mini: special models for VIP customers, more power straight from the factory for all drivers.
In the days of the classic Mini, only particularly prominent or affluent customers had the option to choose similar customisation features of this calibre straight from the plant. Clearly, this small but revolutionary performer right from the start arose the fantasy of particularly trendy aficionados, actors, fashion designers, musicians and even members of the Royal Family regularly expressing their demand for customised versions of the Mini. Special paintwork and particularly sophisticated equipment features came right at the top of their list, British actor Peter Sellers, for example, placing several orders for particularly extravagant special versions of the Mini in the 1970s. And in 1988 a member of the Brunei Royal Family also asked for a Mini in Flower Power design tailored to his individual wishes and of course appropriately tuned.
In the first year of the classic Mini customers already had the choice of the Austin Seven and the Morris Mini-Minor, which however only differed in terms of their radiator grilles, their body colour and wheel caps. The Riley Elf and the Wolseley Hornet then made their appearance just two years later in 1961 as particularly stylish versions of this new compact car with minor modifications on the outside and upgraded, distinguished features inside. Plush carpets and a genuine wooden dashboard exuded a genuine feeling of luxury.
The common wish for extra power was also fulfilled quickly, above all through the initiative of sports car constructor John Cooper who had already worked together closely with Alec Issigonis, the creator of the Mini, during the initial development process. The first Mini Cooper delivering 55 instead of 34 hp made its appearance in 1961, with the 70-hp Mini Cooper S entering the market another two years later. The Mini with automatic transmission likewise appeared at a relatively early point in 1965, taking on a leading role in terms of motoring comfort – especially as up to that time only cars higher up in the market, that is in completely different segments, had offered the option of an automatic transmission.
Very sporting, young and trendy, or unusually distinguished – in the mid-70s fans of the Mini had the opportunity for the first time to highlight particular characteristics of the classic Mini through carefully configured edition models. The first of these special models was the progressively designed Mini Limited Edition 1000 in 1976, with further variants taking up the trend to growing customisation time and again. In many cases these special cars were named after well-known parts of London or famous streets, such as Piccadilly, Chelsea, Knightsbridge or Park Lane.
In 1982 the Mini Mayfair conquered the streets for the first time as a particularly exclusive, top-end model. And following the re-launch of the brand in 2001, special versions of this small but dynamic performer attracted great attention time and again, the MINI Seven bringing back a traditional model designation well-known from the original Mini, the MINI Checkmate highlighting above all the sporting characteristics of this agile athlete.
The sheer diversity of the current model range as well as a wide choice of options in combining standard and special features in the current MINI generation provide a degree of customisation setting the benchmark even today in the modern world of motoring. Apart from the different engine variants, the wide choice of body paintwork colours, roof trim and soft top options, wheels and seat upholstery, interior materials and trim elements offer even the most discerning customer everything he or she desires to turn the relevant car into his or her very personal one-off masterpiece. The specific equipment packages for each model permit personal individualisation. They incorporate selective facets inherent in the character of each model so that they are particularly clearly highlighted on the exterior of the vehicle and in the interior – for example sporting prowess, elegance or robustness. Additional features include stripes for the engine bonnet and mirror caps in different colours and patterns, the options of Chrome Line and Piano Black for the exterior and a lighting package, a roof liner coloured in anthracite and the Chrome Line for the interior.
The accessories range also includes a choice of additional exterior mirror caps, side direction indicator surrounds, wheel-valve caps and door handles in different designs, a tank cap in chrome, sport stripes, bonnet stripes and special MINI stickers for affixing to the doors. And last but not least, the line-up of individual light-alloy wheels rims available for specific models is once again expanded by a number of options included in the range of accessories.
The performance components from John Cooper Works are perfectly tailored to the characteristics and style of MINI. The parts are available as accessories and they proudly reveal the long track record of experience and glorious tradition of both brands in motor sport. The highlights include John Cooper Works light-alloy wheels, ventilated brake discs, bumper trims, spoiler attachments, integrated tailpipes, exterior mirror caps and side scuttles. Matching decor trims, hand-brake lever, sports gearshift lever, interior mirror caps and foot mats create an even more sporting ambience in the interior.
The options from the MINI Yours range pave the way for the most exclusive route to selective individualisation. High-quality materials, stylish design and precise processing to the very highest standards characterise these factory-supplied items of special equipment for the exterior and interior of current MINI models. They are unique individual options and are available in equipment packages put together specifically for each model.
The items of special equipment from MINI Yours are especially ideal for defining clear accents expressing exclusivity and stylish image when creating an individual vehicle design. All the packages reflect the British origin and the premium character of the brand. The outstanding level of material selection and the quality of craftsmanship meld together to create design infused with a sense of heritage and creativity, forging highlights in the appearance of the vehicle. The MINI Yours emblem defines yet another additional inimitable accent. The production of MINI Yours options is carried out in special production processes inspired by classic artisan craftsmanship.
The current MINI Yours range for individualising the exterior comprises exceptionally sophisticated paintwork options and impactful, athletic, elegant light-alloy wheel rims in a model-specific selection. The MINI Convertible also features a MINI Yours roof with a woven Union Jack. Personal style and a connoisseur’s sense of superlative quality are achieved with the MINI Yours packages for the interior. The MINI Yours Leather Lounge sport seats are upholstered and handcrafted in luxury smooth leather. Perforation technology integrates the classic Union Jack motif in the headrests. The MINI Yours Interior Styles are tailored to match specific models and comprise backlit surfaces, with light spots varying the colour to suit the ambient light conditions. Visible and tangible exclusivity also characterise the MINI Yours sports leather steering wheel finished in luxury soft nappa leather, the anthracite seams and spokes in high-gloss Piano Black.
The MINI Yours Customised range gives customers the opportunity to style selected retrofit products with a design they have selected themselves and transform their own vehicle into a personalised customer special. The innovative package has been supplied for numerous MINI models in Europe and other major markets since 2018. The product range of MINI Yours Customised comprises the familiar side scuttles for the side indicators, decor trims for the interior on the passenger side, LED entry sills and LED door projectors.
The retrofit parts supplied in the product range of MINI Yours Customised can be selected, styled and ordered by customers in an Online Shop dedicated to the new range. The individualised products are subsequently manufactured using innovative production procedures such as various 3D printing processes and laser inscription. The advanced production processes permit precise implementation of customers’ wishes. The individually styled products are supplied within a few weeks. They are designed so they can then be integrated in the vehicle by customers themselves or by participating MINI service partners.
The economical compact car has a great future! Precisely this was the fundamental idea and philosophy in developing the classic Mini. The objective was to combine compact exterior dimensions and generous spaciousness within the interior, comfortable and sporting driving behaviour as well as fuel-efficient power units likewise characterising the new extra-small model from British Motor Corporation (BMC). It was the Suez Crisis in 1956 leading to severe cut-backs in oil supply that prompted BMC to assign automotive engineer and constructor Alec Issigonis with this challenging task. Today, on the other hand, the quest for efficiency has become a general need in public life, this compact car from Great Britain again offering the most convincing answer to this challenge. 60 years ago, the revolutionary design principle of the classic Mini created the foundation for maximum interior space on a minimal footprint. The modern reinterpretation for creative use of space and unsurpassed driving fun made the MINI the original in the premium segment of small cars when it was launched in 2001. Today, the MINI brand is the epitome of scintillating driving in the urban traffic environment and beyond. In future, the brand will combine electromobility and a unique emotional experience with the new MINI Cooper SE. It is based on the MINI 3 Door and combines local zero-emission driving with premium quality and striking design.
Engineering qualities of the highest calibre already served on the classic Mini to provide truly outstanding and technically superior solutions. The first point is that Alec Issigonis opted for a front-wheel-drive concept with the engine fitted crosswise at the front. This principle, now well-established as the standard solution for compact cars, was admittedly not completely new at the time, but had never before been used so consistently to promote driving behaviour and the efficient use of space as it was in the classic Mini. The specific arrangement of the ten-inch wheels right at the corners of the car likewise served to promote both driving behaviour and the efficient use of space. Wheelbase measured 2.03 metres or 79.9", overall length was 3.05 metres or 120.0", width measured 1.41 metres or 55.5", and the height of the classic Mini was 1.35 metres or 53.1". And the most important point was that 80 per cent of the space occupied by the car – its “footprint” on the road, as it were – was just for the passengers and their luggage.
The body-in-white of the classic Mini weighed a mere 140 kg or 309 lb. But at the same time the bodyshell offered a standard of torsional stiffness quite exceptional back then – stiffness ensured by the two sills extending from front to rear, a lightweight tunnel in the middle of the car taking up the exhaust system, and the wheel arches.
Extending crosswise from left to right, the robust bulkhead between the engine compartment and the passenger cell, a strong crossbar beneath the front seats, and the rear bulkhead leading to the luggage compartment all contributed to this torsional stiffness. With this kind of stability and stiffness built in from the start, Alec Issigonis and his team of engineers were able to give the classic Mini slender roof pillars and large windows around the passenger cell, helping to enhance both all-round visibility and the feeling of space. The decision which engine to use in this new small car was no problem, with BMC opting for an updated version of the Series A power unit already featured in the legendary Morris Minor.
This four-cylinder came with a crankshaft running in three bearings, overhead valves operated via tappets and a camshaft at the bottom running on the same side as the intake and exhaust ducts. The fuel/air mixture was supplied by semi-downdraught carburettors, with an electric fuel supply pump being fitted right from the start. Issigonis and his team therefore reduced engine capacity to 848 cc and cut back engine output to 34 hp at 5,500 rpm. Indeed, this kind of engine speed alone was quite unusual at the time, with only thoroughbred sports cars achieving continuous engine speed of this standard back in the late ‘50s. Yet a further innovation was the arrangement of the four-speed manual gearbox beneath the engine and directly between the wheels, giving the engine and transmission a shared oil circuit. This left enough space beneath the bonnet for the radiator at the side as well as the steering and ancillary units.
Issigonis and his team also took a new approach in the transmission of power, that is on the drivetrain. Since the propeller shafts used up to that time tended to deflect out of line under major steering lock, Issigonis decided to use homokinetic joints for the first time in an automobile. These joints were made up of a ball bearing surrounded by three cages, two of which were connected, respectively, with the incoming and outgoing drive shafts. This, in turn, allowed a sufficient steering angle without distortion or undue articulation, significantly reducing the effect of drive forces on the steering. And this, in turn, set the foundation for the go-kart feeling of the legendary Mini to this very day.
To reduce the forces acting on the light and compact monocoque steel bodyshell, the engineers mounted the entire drivetrain, steering and suspension on a subframe. The independent wheels at the rear were also mounted on a subframe, giving the classic Mini absolutely excellent directional stability. The other components on the suspension likewise came with a wide range of technical highlights, Issigonis replacing the usual coil, torsion or leaf springs by rubber suspension. To be specific, this was a structure made up of two cones with a layer of rubber in between. The upper cone was bolted firmly to a subframe, the lower rested on the wheel mount. With rubber becoming increasingly hard under increasing pressure, this gave the classic Mini a progressive suspension set-up. Indeed, the properties of this spring system were so good that small telescopic dampers proved to be quite sufficient. And to give the dampers a smooth and fine response, they were fastened outside on upper wishbones at the front and longitudinal control arms at the rear.
In 1964 Issigonis placed the emphasis on greater comfort and motoring refinement, introducing an early type of self-levelling on the Mini. To be specific, this was the new Hydrolastic suspension carried over from BMC’s larger saloons and modified for the small car segment. This unique suspension came with cylinders roughly the size of a one-litre oil can on each wheel comprising the springs and dampers and using a frost-resistant water emulsion as the damper fluid. On the Hydrolastic system the hydraulic chambers on the front and rear wheel dampers were connected to one another by pressure hoses on each side of the car. So whenever the front wheel ran over a bump on the road, some of the hydraulic fluid was pressed into the “partner” chamber on the rear axle, lifting up the body slightly also at the rear (and, of course, also in the opposite direction).
While this innovative system provided the basic configuration for consistent self-levelling of the car’s body, it never became a lasting success and was taken out of production after seven years. Issigonis and his team followed the example of larger cars in upmarket segments also in other areas, seeking quite often to achieve an even higher standard in the Mini. A good example is the automatic transmission introduced as an option in 1965 and making the classic Mini one of only very few small cars available at the time with such a “luxury”. An even more significant factor was that the automatic transmission taking up hardly any more space than a conventional manual gearbox came with four forward gears, while most luxury cars at the time had only three gears.
Sales of the classic Mini exceeded the figure of one million units just six years after the car had made its debut. By this time the range comprised not only the two original models, the Morris Mini-Minor and the Austin Seven, but also a Mini Van, a Mini Pick-Up as well as the Morris Mini-Traveller and Austin Seven Countryman estate models serving consistently to offer even more space inside the car: While the Traveller and Countryman were only 25 centimetres or not quite 10" longer than their respective counterparts, they were unusually versatile transporters thanks to their wheelbase extended by 10 centimetres or 3.9" and their twin doors at the rear.
John Cooper, the sports car constructor who recognised the great potential of this revolutionary small car very early on, is the man we must thank for giving the engine of the Mini originally cut back intentionally to 34 hp a lot more power just two years after the car made its debut. Engine capacity of the GT model built in a small series at Cooper’s initiative was increased to 997 cc, with stroke up from 68.3 to 81.3 millimetres (2.69–3.20") and bore down from 62.9 to 62.4 millimetres (2.48–2.46"). The compression ratio was raised from 8.3 to 9.0, further features being the larger intake valves and dual carburettors.
The exhaust opening was likewise enlarged and the crankcase reinforced to take up the extra power of the engine.
Cooper also changed the transmission ratio of the individual gears in order to give the car a higher speed in each gear, the first Mini Cooper with its 55 hp power unit now reaching a top speed of 136 km/h or 84 mph as opposed to the “regular” 120 km/h or 75 mph. And being a conscientious man, Cooper also upgraded the car’s brakes, fitting seven-inch Lockheed disc brakes on the front wheels.
The Mini Cooper S introduced in 1963 soon proved that even with these modifications the four-cylinder had not yet reached its limit. This time engine capacity was increased to 1,071 cc, providing maximum output of 70 hp. Naturally, this extra power also meant higher speed, in this case with an increase to 160 km/h or 99 mph, which is why Cooper once again upgraded the brakes, increasing disc diameter to 7.5" and boosting the brake power of the Mini Cooper S by means of a brake servo.
The series version of the classic Mini was also upgraded for more power in 1967, an increase in capacity to 998 cc giving the engine an appropriate boost in maximum torque from 44 to 52 newton-metres (32–38 lb-ft) and an increase in maximum output by 4 hp to 38 horsepower. This version of the four-cylinder was introduced from the start on the sister model of the classic Mini launched in 1969, the new Clubman, as the car was called, being 11 cm or 4.3" longer and the Estate version measuring exactly 3.40 metres or 133.9" in length. Width, height and wheelbase, on the other hand, were exactly the same as on the classic Mini.
A further new model introduced at the time as the successor to the Mini Cooper was the Mini 1275 GT, the top model in the Clubman series powered by a 59-hp 1.3-litre four-cylinder. This engine was later also featured in the classic Mini and was soon upgraded to an even more significant 63 hp. The 1.0-litre nevertheless remained in the range until 1992, after which all models were equipped with the 1.3-litre fuel injection engine already featured since October 1991 in the Mini Cooper and as of August 1994 also in the Mini, above all due to growing requirements in emission management.
Considered simply on paper, the MINI Cooper and the MINI One bringing back the famous brand in 2001 had hardly any substantial features in common with the classic Mini. Much stricter safety standards, significantly greater demands in terms of motoring comfort, and brand-new technical potentials allowed and required solutions Alec Issigonis and his team would not even have dreamt of in their days.
The MINI and its forefather nevertheless share some fundamental highlights and features clearly borne out from the start in the new model and expressed by the car’s characteristic design. A further point is that the MINI was developed from the start as a revolutionary new small car. And like the classic Mini, the new model once again featured innovations in technology giving the MINI its unique qualities.
Re-interpretation of traditional values likewise gave the MINI its unmistakable character right from the start, building its status as a youthful car transcending all social classes and highly desirable the world over. The classic Mini in its day made a significant contribution in introducing the principle of front-wheel drive and the power unit fitted crosswise at the front, making this the standard solution for particularly compact cars. The MINI, in turn, likewise came with short body overhangs, a long wheelbase, the one-wheel-at-each-corner stance and a low centre of gravity as ideal ingredients for extremely agile handling. Once again, therefore, the MINI re-defined the standard of optimum efficiency in the use of space and maximum driving pleasure in such a small car.
Implementing this concept, it was obviously essential to use the most advanced and sophisticated technology. And clearly, four-cylinder power units displacing 1.6 litres, with 16 valves and an aluminium cylinder head were exactly the right successors to the Series A engines originally featured in the classic Mini.
Where 34 hp was still sufficient in 1959, the right kind of power was now 66 kW/90 hp in the MINI One and 85 kW/115 hp in the MINI Cooper. And while the classic Mini with its homokinetic joints for conveying power to the wheels and rubber springs set new standards in suspension technology at its time, the MINI with its McPherson front axle featuring axle shafts equal in length and the multi-arm rear axle likewise absolutely unique in this segment also introduced a new benchmark.
Disc brakes on all four wheels, the anti-lock brake system including CBC Cornering Brake Control and EBD Electronic Brake Force Distribution featured as standard also marked this quantum leap into a new era. As an option the MINI was also available from the start with ASC+T Traction Control and DSC Dynamic Stability Control.
The MINI also took on the top position in its segment right from the beginning in terms of passive safety. Indeed, with its extremely stable passenger cell, frontal and side airbags as well as optional head airbags at the side, the level of safety provided was absolutely outstanding. And last but not least, the Tyre Defect Indicator likewise featured as standard was an innovation never seen before in a small and compact car. As an alternative to its five-speed manual gearbox, the MINI was available with infinite CVT automatic transmission incorporating a Steptronic function. Using a steel drive belt running on dual-conical pulleys, this transmission fed engine power through continuously variable transmission ratios to the front wheels, while retaining six firm transmission ratios in the Steptronic mode.
A joint control unit for the engine and transmissions served both in the automatic and the Steptronic mode to give the driver the ideal transmission ratio under all conditions. As an option there were also Steptronic switches on the steering wheel enabling the driver to shift gears manually without taking his hands off the steering wheel.
It did not take MINI long – to be precise only until January 2002 – to move up to an even higher level of driving pleasure, the most powerful model in the range ensuring fascinating performance even faster than with the classic Mini and far superior to its 70-hp forerunner.
This new high-performance model was the MINI Cooper S powered by a 120 kW/163 hp four-cylinder compressor engine and featuring both a sports suspension and a six-speed manual gearbox as standard. The first-ever MINI powered by a diesel engine saw the light of day just one year later, the MINI One D providing the most advanced rendition of the highly efficient four-seater philosophy which originally led to the development of the classic Mini: Displacing 1.4 litres out of four cylinders, this all-aluminium power unit featuring common rail fuel injection and an exhaust gas turbocharger offered an ample
55 kW/75 hp.
The modern qualities of the world’s first premium small car were emphasised even more emphatically when the new edition of the MINI was launched in November 2006. Under the motto “From the original to the original”, numerous details shaping the visual appearance of the MINI were refined. The sporting virtues of the compact king of curves were a particular focus with even more intense highlighting. At the same time, protection for the occupants was further optimised.
New, even more powerful and, at the same time, far more efficient engines together with the further enhanced suspension technology, served to redefine driving fun so typical of MINI. The MINI Cooper S with its 124 kW/175 hp power unit and the 88 kW/120 hp MINI Cooper models available at market launch from the start thrilled aficionados everywhere through their enhanced driving performance combined with significantly greater fuel economy and emission values. Both engines had a capacity of 1.6 litres, and a twin-scroll turbocharger and direct petrol injection were responsible for delivering the high output of the MINI Cooper S. The power unit of the MINI Cooper was fitted with fully variable valve control. Later on, this was also installed in the 1.4 litre engine generating 70 kW/95 hp mounted in the MINI One. Turbocharging and common rail direct injection generated outstanding efficiency in the diesel engines. The MINI Cooper D powered by 82 kW/112 hp was followed in rapid succession by the MINI One D generating 66 kW/90 hp and the MINI Cooper SD with 105 kW/143 hp. Finally, the MINI One powered by a 55 kW/75 hp engine was added to the range as an entry-level model. The mantle of elite athlete was taken on for the first time by the MINI John Cooper Works with a turbo engine packing 155 kW/211 hp and specific suspension technology.
In an appropriate combination on each model, the technologies offered as standard included Brake Energy Recovery, Auto Start/Stop, a gearshift point indicator, Electric Power Steering, a volume-flow-controlled oil pump, as well as on-demand coolant pump. All variants of the MINI now come as standard with a six-speed manual gearbox, with optional six-speed automatic transmission enabling the driver to shift gears manually via paddles on the steering wheel.
The large choice in the engine portfolio was soon augmented by exceptional diversity in the MINI model range. Almost exactly one year to the day after the launch of the new model generation, the range was expanded by the MINI Clubman with a wheelbase extended by eight centimetres and a two-part rear door. In 2009, a new generation of the MINI Convertible came along. And as if this wasn’t enough, both the two-seaters MINI Coupé and MINI Roadster enabled the athletic prowess typical of the brand and open-top pleasure to be experienced in a particularly purist way from 2011 onwards. In parallel, the MINI Countryman presented in 2010 and the MINI Paceman available from 2013 conquered the premium compact segment. The ALL4 all-wheel drive developed specially for MINI was installed in these two models for the first time. The system is based on an electromagnetic centre differential and this enabled the power to be variably distributed between the front and rear axles.
In 2014, the current generation of the MINI lined up at the start with a renewed evolutionary and advanced design, new drive technology and a large number of innovative equipment features. Engines with MINI TwinPower turbo technology and also a newly developed gearbox have since then increased the sprint capability of the MINI while at the same time resulting in reduced fuel consumption. Depending on the engine, the standard 6-speed gearbox can be replaced by a 7-speed Steptronic gearbox with twin clutch or an 8-speed Steptronic gearbox. An additional enhancement to efficiency is provided by the optimised weight and the improved aerodynamic characteristics. The option of an adaptive suspension is available for the first time. MINI Driving Modes is a choice available for the first time in the new MINI. Adaptive suspension influences the characteristic curves for the accelerator pedal and steering characteristics as well as the shifting characteristics of the automatic transmission and the damper tuning. The new operating concept comprises an instrument cluster on the steering column and optionally a MINI head-up display. The collision and pedestrian warning with city braking function, the driving assistant and parking assistant, and the reversing camera significantly expand the choice of driver assistance systems. Once again, the MINI also takes a leading role among competitors in the area of networking technology and digital services.
Already in the subsequent year, the model range was again expanded by a completely new body version for the MINI. For the first time, the British brand has a five-door version in the segment of small cars. With its wheelbase extended by 72 millimetres, the MINI 5 Door offers passengers in the front significantly more legroom alongside comfortable entry and exit. Since 2016, the range in the small-car segment has been completed by the new MINI Convertible.
The open-top four-seater is now equipped with an all-electric opening and closing mechanism for the fabric roof. An extremely athletic model version was also developed for the classic bodywork variant of the MINI 3 Door and for the MINI Convertible. The MINI John Cooper Works and the MINI John Cooper Works Convertible are each powered by a new, 170 kW/231 hp turbo engine.
The new MINI generation is represented by two models in the premium compact segment. A choice of three petrol and three diesel engines is supplied for the new MINI Countryman. The advanced ALL4 all-wheel drive system is also available as an option. Series equipment includes power transmission to all four wheels in the elite athletes MINI John Cooper Works Clubman and MINI John Cooper Works Countryman, which are powered by a 225 kW/306 hp turbo engine in the latest version. Furthermore, the MINI Cooper S E Countryman ALL4 (combined fuel consumption: 2.1 – 1.9 l/100 km; combined electricity consumption: 13.9 – 13.5 kWh/100 km; combined CO2 emissions: 47 – 43 g/km) paves the way for zero-emission driving fun. The first plug-in hybrid model from MINI is powered by a three-cylinder petrol engine and an electric engine which together generate a combined system output of 165 kW/224 hp.
The MINI brand has now been the epitome of scintillating mobility in the urban traffic environment for the past 60 years. In future, the brand will incorporate local zero-emission driving in urban traffic with a unique emotional experience. The new MINI Cooper SE (combined power consumption: 0.0 l/100 km; combined electricity consumption: 16.8 – 14.8 kWh/100 km; combined CO2 emissions: 0 g/km) will be manufactured in series production at the British plant in Oxford from November 2019. This is the brand’s first all-electric powered model and it is a genuine MINI through and through. The vehicle concept is based on the MINI 3 Door. The dimensions, design, available space and interior ambience of the new MINI Cooper SE are clearly derived from the conventionally powered vehicle. The expansion of the model range by an all-electric version was already reflected in the development of this vehicle.
Instead of a petrol or diesel engine, an electric motor is mounted under the bonnet of the new MINI Cooper SE. The spontaneous power development of the 135 kW/184 hp electric motor, the front-wheel drive typical of the brand and innovative Dynamic Stability Control with actuator-related wheel-slip limitation assist the new MINI Cooper SE in achieving the unmistakeable agility known as the go-kart feeling that is perceived here as a particularly intense experience. The motor’s model-specific lithium-ion battery permits a range of 235 to 270 kilometres. The high-voltage battery is configured low in the vehicle floor so that there are no restrictions on the volume of the baggage compartment compared with a conventionally powered MINI 3 Door.
1. More than an automobile.
The MINI Model Family Over the Years.
2. With traditional sporting spirit and British flair.
The MINI 60 Years Edition. 10
3. Motor sport meets lifestyle.
MINI and the success story in motor sport.12
The original in the premium segment of small cars has reached its 60th birthday – but it is even younger than ever. It was sixty years ago, to be precise on 26 August 1959, that British Motor Corporation (BMC) proudly revealed the result of their development activities in creating a new, revolutionary compact car. And indeed, the public right from the start were able to admire no less than two new models: The Morris Mini-Minor and the Austin Seven. This double premiere of two almost identical four-seaters was of course attributable at the time to the broad range of brands offered by BMC in the market, but it was also of very symbolic nature.
Lots of space inside with minimum dimensions outside, seats for four passengers, impeccable driving characteristics, superior fuel economy, and a very affordable price – precisely this was the brief the creator of the Mini, automotive engineer and designer Alec Issigonis, received from BMC’s Top Management. And the brilliant ideas he implemented in developing this two-door for a family of four had an impact quite sufficient for more than one single car, an impact therefore carried over successfully to other model variants.
Precisely this is why the Mini Van and Mini Estate also appeared on the market in the very first year of production of the classic Mini. And ever since the re-birth of the brand with the market launch of the MINI in 2001, the principle already applied successfully sixty years ago has once again proven its full value: a superior concept is always convincing in many different variants and renditions. Today, this still applies for the small cars MINI 3-door, MINI 5-door and MINI Convertible, for the MINI Clubman and the MINI Countryman in the premium compact segment, and soon for the all-electric powered MINI Cooper SE. They all show their individual strength and unique character, while right inside they are one and the same car in particular: a MINI.
Right from the start the very first sales brochures proudly presenting the Morris Mini-Minor highlighted the car’s clear and steadfast orientation to the future. But to what extent these prophecies would really come true, hardly anybody would have believed back then.
Today, sixty years later, we know that only very few car concepts have survived such a long time, and none of them has ever been converted into such a wide range of variants as the Mini.
One of the reasons for this outstanding success is that from the start the Mini met all the requirements of its time, while offering further qualities in the same process. Measuring just 3.05 metres or 120" in length and selling at a retail price of £ 496, the Mini was simply perfect for small parking spaces and low budgets. Through its driving qualities and the charming character of its proportions alone, the Mini was however also of great interest to the ambitious motorist seeking not only compact dimensions and superior economy, but also sporting performance particularly in bends as well as individual style on the road.
This blend of different qualities remains as popular today as ever before, with a concept likewise younger than ever. Hence, the current MINI is also more up-to-date and, at the same time, more fascinating and respected than any of its competitors, combining unparalleled efficiency, lasting value of the highest calibre, and incredibly agile handling in the modern mega-city with unrivalled sportiness and design full of expression and quite unmistakable.
Introducing the classic Mini, Alec Issigonis, the creator of this unique car, clearly fulfilled his mission. The Morris Mini-Minor and the Austin Seven, differing solely through their radiator grille, wheel caps and body colour, were both powered by a four-cylinder engine fitted crosswise at the front and delivering maximum output of 34 hp from 848 cubic centimetres.
The performance of both models was identical, as was their luggage capacity of 195 litres or 6.83 cubic feet at the rear. Everybody was thrilled by the generous space available, the efficient but powerful engines, the good roadholding and the comfortable suspension this new compact car had to offer. But Issigonis was already looking far into the future – and he was not the only one.
As early as in 1960, BMC added a Mini Van to the classic Mini. Then, proceeding from this van structure with its closed side panels, BMC introduced an Estate version with glass windows all round as well as two rear doors, like the Van.
Like the saloons, this body variant was also marketed as the Morris Mini-Traveller and the Austin Seven Countryman with exactly the same technical features. And at the latest in 1961 the potential of the classic Mini really became clear once and for all, the year starting with the introduction of the smallest of all transporters, the Mini Pick-Up. Just half a year later two other Minis, this time at the noble end of the scale, saw the light of day: the Wolseley Hornet and the Riley Elf.
Now, therefore, two further BMC brands were able to benefit from the concept of the classic Mini, both models proudly bearing their own distinguished look through their majestic radiator grilles, an extended luggage compartment and swallow-tail wings at the rear. A very special variant destined more than any other to create the legend of the classic Mini made its appearance in the second half of the year: the Mini Cooper. John Cooper, the famous engineer and manufacturer of sports cars already a close friend of Alec Issigonis, had recognised the sporting potential of this new small car right from the start, when the first prototypes appeared on the track. So he received the go-ahead from BMC’s top managers to develop a small series of 1,000 units of the Mini Cooper featuring a modified power unit enlarged in size to 1.0 litres and offering maximum output of 55 hp.
The response to this car entering the market in September 1961 was quite simply euphoric, with only one further request from enthusiasts everywhere: even more power! So Issigonis and Cooper enlarged engine capacity to 1,071 cc, raising engine output to 70 hp.
This made the Mini Cooper S a truly exceptional performer not only on the road, with Finnish driver’s Rauno Aaltonen’s class win in the 1963 Monte Carlo Rally marking the starting point for a truly unparalleled series of outstanding success in motorsport. The highlight, of course, was three overall wins in the Monte Carlo Rally in 1964, 1965, and 1967.
In August 1964 BMC presented yet another version of the classic Mini originally conceived for military use: the Mini Moke, a four-seater open all round and destined to remain in the price list for four years.
The “bodyshell” of this unique car was made up, for all practical purposes, of the floorpan with wide, box-shaped side-sills, together with the engine compartment and windscreen. To the event of rainfall, a folding soft top appropriately referred to as a “ragtop” at least tried to provide certain protection. Using the drivetrain and technical features of the “regular” Mini, the Mini Moke became a genuine success particularly in sun-drenched parts of the USA and in Australia. By 1967 the time had come for a thorough update of the classic Mini, the car receiving a more powerful engine offering 38 hp from a larger capacity of 998 cc.
Two years later the Mini Clubman joined the range as a slightly larger model with a somewhat different front end compared to the classic Mini. Indeed, this sister car was some 11 cm or 4.33" longer than the original, the Estate version replacing the Morris Mini-Traveller and the Austin Seven Countryman measuring exactly 3.4 metres or 133.9" in length, while width, height, and wheelbase remained unchanged. At the same time the Mini Cooper was taken out of production, being replaced by the top model in the Clubman range, the Mini 1275 GT developing 59 hp from its 1.3-litre power unit. A number of other details also changed in 1969, the front sliding windows so typical of the classic Mini since the beginning being replaced on all models by wind-down windows, the door hinges at the outside being moved to the inside, and a special “Mini” badge now standing out proudly on the engine compartment lid.
Numerous special versions of the classic Mini with all kinds of highlights – from sporting to trendy, from distinguished to fresh – entered the market as of mid-1970. Between 1980 and 1983 the model range was streamlined appropriately, with the Clubman, Estate and Van leaving production. The “only” car left over, therefore, was the classic Mini with its 1.0-litre power unit now delivering 40 hp. And customers, simply loving the car, remained faithful to this little performer for years to come, the five-millionth classic Mini coming off the production line at Plant Longbridge in 1986.
In 1990 fans the world over were delighted to celebrate the comeback of the Mini Cooper once again entering the model range. Now this special model was powered in all cases by a 1.3-litre, production of the 1.0-litre in the Mini ending in 1992 on account of growing requirements in terms of emission management. So from now on all models came with the 1,275-cc power unit and fuel injection.
Yet another new variant of the classic Mini made its appearance in 1991 as the last new model in the range. And this was indeed the only Mini to originate not in Britain, but in Germany: Like some tuners before him, a dedicated Mini dealer in the German region of Baden had cut the roof off the classic Mini, turning the car into an extremely attractive Convertible. And contrary to earlier attempts, the result was so good this time in its quality that Rover Group, now responsible for the classic Mini, decided to buy the construction tools and production equipment for the Mini Convertible, which from 1993 to 1996 accounted for sales of approximately 1,000 units.
Production of the classic Mini finally ceased once and for all in the year 2000. In the course of time more than 5.3 million units of the world’s most successful compact car had left the production plants in numerous different versions, among them some 600,000 cars built at Plant Oxford between 1959 and 1968. But even after 41 years, there was still a long way to go. For after a break of not quite one year, a new chapter in the history of this world-famous British brand opened up in 2001.
Taking over Rover Group in early 1994, BMW also opened up new perspectives for the Mini brand. The first step was to present a concept version of the MINI Cooper at the 1997 Frankfurt Motor Show offering an outlook at the new interpretation of this unique small car from Great Britain. As a modern rendition of the Mini’s concept so rich in tradition, the new version for the first time combined the classic values of its predecessor with the demands made of a modern car set to enter the 21st century. The series production version of the MINI Cooper made its first official appearance in November 2000 at the Berlin Motor Show, the future-oriented interpretation of the original entering showrooms just a year later in the guise of the 85 kW/115 hp MINI Cooper and the 66 kW/90 hp MINI One. Featuring front-wheel drive, four-cylinder power units fitted crosswise at the front, short body overhangs and ample space for four, the new models successfully took up elementary features of the classic Mini. And while the exterior dimensions of the car were now larger, meeting modern requirements in terms of interior space, the design of the new model clearly retained the proportions so typical of the brand, as well as the unmistakable design icons at the front, the rear and at the side, thus boasting a clearly recognisable link between the MINI and its classical predecessors.
At the same time the MINI built in Oxford stood out clearly as the first premium car in the compact segment, achieving a status strongly reflected by a level of safety uniquely high for a car of this class as well as the uncompromising standard of quality so typical of BMW. The new MINI also set new standards through its surprisingly agile handling, immediately moving right up to the top in terms of driving pleasure. This meant that the new model followed in the footsteps of the classic Mini, but now with a lot more power and performance thanks to the most advanced and sophisticated drivetrain and suspension technology.
Almost overnight, the new interpretation of this classic small car developed into a worldwide story of success continuing to this very day. The introduction of new engine variants, to mention such one significant highlight, served to offer additional momentum, the MINI Cooper S with its 120 kW/163 hp compressor engine entering the market as an exclusive driving machine in June 2002, the MINI One D just a year later setting new standards in terms of all-round economy and efficiency as the first diesel in the history of the brand.
The desire to drive a MINI in the open air, finally, also came true much faster than in the classic model, with the MINI Convertible making its debut in spring 2004. In the four years to follow, various versions of the convertible with its electrohydraulically operated soft roof were produced at the MINI Plant Oxford in the guise of the MINI Cooper S Convertible, the MINI Cooper Convertible, and the MINI One Convertible.
From the original to the original: the new edition of the MINI follows in 2006.
Showing tremendous success in the market, the MINI outperformed even the wildest expectations. Indeed, it quickly motivated the consistent continuation of this concept, taking up and fulfilling additional potentials as a new edition that continued many successful features and even made improvements to some areas.
Further enhanced in an evolutionary design process and thoroughly renewed in technical terms, this new MINI entered the market in November 2006. Following the motto “From the Original to the Original”, the design of the MINI already receiving the greatest praise everywhere was further refined in numerous details highlighting even more imperiously the sporting virtues of this compact and agile performer. So that now the looks of the car really conveyed a clear signal confirmed from the start by the driving experience.
New, even more powerful and, at the same time, far more efficient engines, together with the further enhanced suspension technology, served in this new generation to offer even greater driving pleasure so typical of MINI. Both the MINI Cooper S with its 128 kW/175 hp power unit and the 88 kW/120 hp MINI Cooper introduced from the start thrilled aficionados everywhere through their enhanced driving performance combined with significantly greater fuel economy and emission values.
Almost exactly one year to the day after the launch of the new model generation, the MINI model range was further enhanced by an innovative new concept in autumn 2007. The MINI Clubman offered a reinterpretation of the traditional shooting-brake concept with a body 24 centimetres longer, a streamlined, extended roof contour and a hatchback. The wheelbase extended by eight centimetres successfully expanded legroom in the front of the car. The driver’s and passenger’s doors in the MINI Clubman were supplemented by an additional entry on the right-hand side of the car and the two wings of the Splitdoor at the rear opening to the side. The two-part rear door takes up an authentic detail from the car’s classic predecessors – the Morris Mini-Traveller and the Austin Mini Countryman – back in the 1960s.
An even more sporty design, optimised active and passive safety, a wider range of functions and the latest generation of power units extended the model range by a new edition of the MINI Convertible in 2009. The opening and closing of the car’s fabric roof was now operated by an electrohydraulic mechanism – even while on the move at speeds up to 30 km/h – all within the space of just 15 seconds. The single-part rollbar also facilitated incorporation of a large through-loading space between the luggage compartment and the passenger compartment.
On the brand’s 50th anniversary, preparations for the advance into another vehicle class were already well on the way. And in 2010, the MINI Countryman was launched with the aim of enthusing additional target groups with the brand’s driving fun and individual style – not simply on all the world’s roads but also beyond conventional carriageways. The new model for the premium compact segment was the first MINI ever to have a length of more than four metres, five seats, four doors plus a tailgate and optional all-wheel drive. The commanding front end and imposing new headlamp contours of the MINI Countryman defined individual accents. Thanks to the hexagonal radiator grille, the short overhangs, the high shoulder line and powerful stature, this vehicle was nevertheless immediately identifiable as absolute MINI.
The reinterpretation of classic features and virtues was continued in 2013 with the MINI Paceman. Dynamically extended coupé lines, two doors and a large tailgate provided the car with an extravagant appearance. The MINI Paceman was also supplied with optional ALL4 all-wheel drive.
The beginning of 2014 heralded the latest generation change in the MINI model range. The current offering in the small-car premium segment comprised the MINI 3 Door, the MINI 5 Door also presented in 2014 and the MINI Convertible, the latest edition of which lined up at the beginning of 2016. The new model generation continued its global success story with another evolutionary development of advanced design, optimised functionality, further enhanced driving fun and a variety of innovations in the areas of control, driver assistance systems and connectivity. New three and four-cylinder engines with MINI TwinPower Turbo technology and an output range between 55 kW/75 hp and 141 kW/192 hp deliver a further optimised relation between driving fun and fuel consumption.
In the premium compact segment, the latest model generation of MINI also has two strong vehicle characters. The new edition of the MINI Clubman has mastered the leap into the higher car class with a definitively refined and mature vehicle concept. A significantly more spacious interior, four doors and five seats give the new MINI Clubman enhanced variability and allow it to meet aspirations beyond the urban traffic environment. The vehicle can also be optionally fitted with the ALL4 all-wheel power unit.
The new edition of the MINI Countryman is even more generous, more modern, more versatile and yet more sporty. The exterior length has increased by 20 centimetres compared with the predecessor model and its powerful proportions give the new allrounder a particularly independent profile. The latest generation of the ALL4 all-wheel drive can also be optionally fitted in the new MINI Countryman to provide offroad driving fun away from conventional roads. Like the MINI Clubman, a choice of six modern engines is also available for the MINI Countryman.
In addition, it paves the way for driving fun typical of the MINI brand with electric drive. The MINI Cooper S E Countryman ALL4 is the first model of the brand with a plug-in hybrid drive. A three-cylinder petrol engine drives the front wheels and an electric motor powers the rear wheels to yield intelligently managed interaction for highly efficient driving fun with optimised traction and drive stability.
For sustainable driving fun: electromobility in the style of MINI.
The future of the MINI feeling is virtually noiseless, local zero emission, but astonishingly powerful. Starting in 2020, the new MINI Cooper SE will give the segment of electric vehicles new momentum. The 135 kW/184 hp electric motor will combine sustainable mobility with characteristic driving fun, high-impact design and premium quality.
Once again, the British brand defines pioneering benchmarks for urban mobility with the new MINI Cooper SE. 60 years ago, the revolutionary design principle of the classic Mini created the foundation for maximum interior space on a minimal footprint. The modern reinterpretation for creative use of space and unsurpassed driving fun made the MINI the original in the premium segment of small cars when it was launched in 2001. The new MINI Cooper SE now paves the way to a sustainable and yet highly emotional driving experience in urban traffic as the first premium small car powered by an all-electric drive unit.
An original that constantly reinvents itself – firmly rooted in tradition yet always open to change: this is MINI, 60 years after the launch of the small British car that brought worldwide popularity to unique properties such as go-kart feeling and the creative use of space. To mark this round anniversary, the premium automobile manufacturer presents a design model that highlights both its British origins and the agile MINI character. With design and equipment features that are both high-quality and exclusive, the MINI 60 Years Edition expresses the brand's sporting spirit – something that is a constant presence even in everyday urban traffic. The special edition is supplied as a MINI 3 Door and MINI 5 Door, each with three engine variants.
Athletic talent is part and parcel of the MINI genes. Even before the launch of the classic Mini in the summer of 1959, it was clear that the design features of the new small car would benefit not just interior space but also the car's agile driving properties. Sports car designer John Cooper was an especially strong believer in the compact four-seater’s race track potential. In collaboration with Alec Issigonis, the creator of the classic Mini, he developed ideas for variants of the small car with a more powerful engine, thereby laying the foundations for an exceptional career on racing circuits and rally tracks, culminating in three outright victories at the Monte Carlo Rally in the 1960s.
With a paint finish in the classic colour of British racing cars, the MINI 60 Years Edition in particular evokes the brand’s sporty career, which it started at a very early stage and has maintained up until the recent past. The exterior paint finish in British Racing Green offers a particularly clear expression of the premium small car’s character and origins. The body finishes Midnight Black metallic, Moonwalk Grey metallic, Melting Silver metallic and MINI Yours Lapisluxury Blue non-metallic are also available as alternatives. The chosen body colour is combined with a paint finish in Pepper White or Black for the roof and exterior mirror caps. Bonnet stripes with a specific anniversary design and exclusive 17-inch light alloy wheels in the version 60 Years Spoke 2-tone round off the distinct look of the edition vehicles.
The design model's striking 60 Years logo appears not just on the left-hand bonnet stripe but also on the side scuttles of the turn indicators and on the door sill finishers at the driver and front passenger doors. Inside the car it can also be seen on the front headrests and the steering wheel. In addition, the exclusive design model has model-specific interior trim finishers. The anniversary design can also be seen in the LED logo projection which is visible when the driver's door is opened. The standard equipment of the edition vehicles includes a sports leather steering wheel along with sports seats in the leather finish MINI Yours Leather Lounge 60 Years and the exclusive colour Dark Maroon.
In conjunction with the equipment package 60 Years Trim, the edition vehicles also feature such items as LED headlights, LED fog lamps, white turn indicators and LED rear lights in Union Jack design, the lighting package for the interior and also the MINI Driving Modes and the MINI Excitement Package complete with ambient lighting. There is also an on¬board computer, automatic air conditioning, a rain sensor and a storage package on board.
Three petrol engines and two diesel engines with an output ranging from 75 kW/102 hp to 141 kW/192 hp provide the drive portfolio for the MINI 60 Years Edition. The range of anniversary models includes the MINI One 60 Years Edition 3 Door (combined fuel consumption: 5.4 – 5.0 l/100 km; combined CO2 emissions: 123 – 114 g/km) the MINI Cooper 60 Years Edition 3 Door (combined fuel consumption: 5.3 – 5.0 l/100 km; combined CO2 emissions: 122 – 115 g/km), and the MINI Cooper S 60 Years Edition 3 Door (combined fuel consumption: 6.4 – 6.1 l/100 km; combined CO2 emissions: 147 – 139 g/km), and the MINI One 60 Years Edition 5 Door (combined fuel consumption: 5.4 – 5.0 l/100 km; combined CO2 emissions: 124 – 115 g/km), the MINI Cooper 60 Years Edition 5 Door (combined fuel consumption: 5.4 – 5.1 l/100 km; combined CO2emissions: 122 – 115 g/km) and the MINI Cooper S 60 Years Edition 5 Door (combined fuel consumption: 6.5 – 6.2 l/100 km; combined CO2 emissions: 149 – 141 g/km).
It is in the car’s DNA and it was obviously there right from the start: the sporting talent of the classic Mini. When Alec Issigonis was requested by British Motor Corporation (BMC) in late 1956 to develop an economical but nevertheless fully-fledged small car with four seats, it quickly became clear that this new model would be truly innovative and, indeed, revolutionary in every respect. Front-wheel drive, extremely short body overhangs, a wide track, a low centre of gravity, optimum use of space and low weight were defined right from the start as elementary features of the new model.
Looking at the first drawings of the new car by his business partner and friend Alec Issigonis, sports car wizard John Cooper noticed yet another significant quality right from the beginning: He recognised that this ingenious concept for an economical compact car also provided the ideal starting point for a most promising sports model, setting out on the process of tuning the Mini even before the car had entered the market. This set the starting point for an unprecedented story of success in motorsport, closely connecting the name John Cooper with the sporting myth of the MINI to this very day. Outstanding victories in the Monte Carlo Rally are just as much part of this common history as the successful production cars proudly bearing the name Cooper.
Now integrated within the MINI organisation, John Cooper Works represents the epitome of supreme driving pleasure based on both well-founded know-how in motorsport and successful cooperation going back years and even decades. Apart from accessories for the drivetrain, suspension, streamlining, and design, the most athletic models in the product range each bear the brand logo symbolising extreme driving fun.
Born in Surrey in 1923, John Cooper was one of the most outstanding celebrities in international motorsport – both as a driver and, even more so, as a constructor. Together with his father he established the Cooper Car Company in 1946, the two enthusiasts starting out with the construction of racing cars first for Formula 3, later also for Formula 1. Through their concept of a mid-engined sports car Charles and John Cooper set a truly revolutionary trend in the entire world of motorsport in 1955, Cooper racing cars winning both the Constructor’s and Driver’s titles in the World Formula 1 Championship in 1959 and 1960, for the first time in the history of motorsport with the engine mounted in the middle. And with this concept proving its success so convincingly, it is no surprise that soon all cars in Formula 1 came with a mid-mounted engine.
John Cooper and Alec Issigonis became close friends in the course of time after meeting and competing against one another at numerous races. There were also professional ties between the two enthusiasts, with the Cooper Car Company buying engines from BMC.
When it came to the Mini, however, the sporting ambitions of the two constructors were very different: Issigonis was looking above all at the right car for everyday motoring, Cooper was thrilled by the sporting potential of this small and nimble performer. So back in 1959, the very first year of the Mini, he sent his driver Roy Salvadori to Monza in the very first Mini Cooper, a special one-off model built specifically for this purpose. And indeed, this new sports car immediately proved its qualities on the way to Monza, Salvadori covering the distance more than an hour faster than his colleague Reg Parnell – who just happened to be driving an Aston Martin DB4.
Motivated by initial success in the 1960 Monte Carlo Rally, Cooper suggested building a GT model based on the Mini. And despite Issigonis’ rather sceptical opinion at least to begin with, George Harriman, the Chief Executive Officer of BMC, ultimately decided to build a small series of 1,000 Mini Coopers featuring a 55-hp power unit, that is 21 extra horsepower made possible by far-reaching modifications of the engine. The Mini Cooper’s top speed was approximately 130 km/h or 80 mph. The car’s transmission ratios were adjusted to the sporting potential of the engine and disc brakes on the front wheels ensured adequate stopping power.
Soon Issigonis was also thrilled by the results of these efforts. So joining forces with John Cooper, he quickly started working on the next engine upgrade, increasing engine bore to the ultimate limit on the Mini Cooper S: At 1,071 cc, engine capacity remained below the mark of 1,100 cc applicable in the particular class of motorsport seen as the target, with the engine revving up to impressive speeds. Maximum output was 70 hp at 6,200 rpm, maximum engine speed was 7,200 rpm. This version was again equipped with new brakes, braking power being boosted by a brake servo.
This set the basis for sensational success in motorsport, the Mini Cooper S hitting the headlines in Monte Carlo for the first time in 1962. With Finnish driver Rauno Aaltonen at the wheel, this small but highly nimble performer successfully left behind a whole pack of far more powerful Goliaths. But just three kilometres away from home, Aaltonen, leading the race at the time, misjudged a bend and finished the Rally with a rollover. Only a year later, however, Aaltonen made up for this misfortune, bringing home class victory in the Mini Cooper S and finishing third overall. But even more – and even better – was still to come: Entering the 1963/1964 rally winter, the Mini Cooper S was simply oozing power in comparison with its predecessor. So in a spectacular race, Paddy Hopkirk brought home first place overall in the Monte Carlo Rally, the small performer becoming a legend in motor sport virtually overnight. A year later Finnish racer Timo Mäkinen with his co-pilot Paul Easter repeated the same triumphant victory, reaching the finish line after thousands of kilometres as the only driver without one single penalty point – despite the worst weather imaginable. Indeed, only 35 out of 237 cars entered in the event were able to finish the Rally that year, among them no less than three Mini Cooper S.
The following year was the year of the hattrick, Timo Mäkinen, Rauno Aaltonen and Paddy Hopkirk scoring an absolutely incredible victory, finishing first, second, and third. But this was followed by bitter disappointment, the first three cars being disqualified because the rally commissioners came to the conclusion that the low beams on the Mini’s main headlights failed to comply in full with the homologation rules.
Even so, the public were completely thrilled by the three Mini drivers, despite this questionable decision, Hopkirk, Aaltonen and Mäkinen therefore entering the annals of the Monte Carlo Rally as the “Three Musketeers”. And indeed, just one year later Rauno Aaltonen received truly overwhelming applause and acknowledgement when bringing home the third overall victory of the Mini Cooper S in the Monte Carlo Rally. Especially because this time there were no complaints about his car.
The Mini was however highly successful not only in rally racing, but also on road circuits, bringing home numerous wins in the 1960s. Indeed, through its long list of successes in motorsport, the Mini became the most outstanding racing car of the entire decade. A particularly interesting point is that many spectacular racing careers started at the wheel of a Mini, a certain racing driver from Austria called Nikolaus Andreas Lauda entering his first hill-climb race at the wheel of a classic Mini near the Austrian town of Linz in April 1968, and immediately finishing second. Only two weeks later Lauda again confirmed his talent when scoring his first racing victory in a career which would take him on to three Formula 1 World Championships. And just like Niki Lauda, Formula 1 Champions Graham Hill, Jackie Stewart, John Surtees, Jochen Rindt, and James Hunt all gained their first racing experience in a classic Mini.
Just like the car’s sporting career, sales of the Mini Cooper with its special configuration developed by John Cooper Showed an exceptional story of success from 1961–1971, the name “Cooper” becoming a synonym worldwide for passionate driving pleasure in the Mini. The fact that this tiny car had inspired the two-time Formula 1 World Champion to build outstanding sports cars was sufficient proof of the Mini and its qualities. And indeed, the unique driving experience inducing John Cooper right from the start to continue the development of the Mini all the way to perfection was equally thrilling back then for every fan of sporting automobiles.
MINI has now become firmly established in international rally sport. Spectacular performances by the MINI John Cooper Works WRC developed on the basis of the MINI Countryman in selected rounds of the FIA World Rally Championship (WRC) enabled the brand to continue its success story in rally sport during 2011 and 2012. The MINI ALL4 Racing was designed specifically for marathon rallies and this took up a further particularly special sporting challenge. In 2012, MINI and motor-sport partner X-raid entered the Dakar Rally, the ultimate endurance test for drivers, vehicles and teams. The performance and reliability of the MINI ALL4 Racing resulted in back-to-back Dakar victories in the years 2012, 2013, 2014 and 2015. In 2016, MINI won the category of All-wheel Drive Vehicles in this rally.
MINI also demonstrated in the FIA Cross-Country Rally World Cup how one success leads to another. The first win in the World Cup 2012 was repeated in three successive years (2013 – 2015). In 2017, the new MINI John Cooper Works Rally participated for the first time in this competition and in the Dakar Rally. In 2018, it won a further title in the FIA Cross Country Rally World Cup.
John Cooper Works guarantee outstanding performance not only on the race track, but also on the road. Even back in the 1970s, John Cooper Works Tuning Kits for production versions of the Mini were very popular and even back then the classic Mini equipped with such special features and components was able to show its most outstanding virtues both visually and in technical terms. The same applies to the tuning kits for the MINI Cooper S and the MINI Cooper successfully introduced after the re-launch of the brand and available in the market under the label of John Cooper Works. The current range of John Cooper Works accessories comprises lightweight alloy wheels, ventilated brake disks, integrated tailpipes and other retrofit products for the exterior and the interior in the appropriate selection for each model.
Furthermore, the performance-oriented character of the brand is embodied by four extremely sporty MINI models. The most important common feature of the elite athletes is the power-unit and chassis engineering derived from motor sport which is combined with the aerodynamically optimised body attributes. The extreme athletes in the small-car segment, the MINI John Cooper Works and the MINI John Cooper Works Convertible, are powered by a 170 kW/231 hp four-cylinder turbo engine. A 225 kW/306 hp four-cylinder turbo power unit delivers superb performance attributes in the latest versions of the MINI John Cooper Works Clubman and the MINI John Cooper Works Countryman.
In the anniversary year, another guarantee for extreme driving fun and unalloyed motor-sport passion is on the way to the starting line. In the summer of 2019, a prototype of the new MINI John Cooper Works GP completed intensive test drives on numerous race tracks throughout the world. This vehicle will also be powered by a four-cylinder engine packing in excess of 220 kW/300 hp. Its appearance with large air scoops, an independent design for the front and rear aprons and a striking roof spoiler gives an inkling of the outstanding high-performance characteristics. During test drives round the legendary North Loop of the Nürburgring, it actually completed the lap in less than eight minutes.
The BMW stand at the IAA Cars 2019 international motor show in Frankfurt am Main revolves around the theme of the future of driving pleasure. Alongside the latest new additions from a broad range of segments that the premium carmaker will be bringing out as it presses ahead with its ongoing product offensive, BMW is also exhibiting fascinating vehicle studies and trailblazing technologies that are set to have a major impact on individual mobility in tomorrow’s world. The new products on show at the IAA Cars 2019 reflect both the tremendous variety in the company’s model portfolio and its capacity for innovation in the future-focused fields of action identified as part of the NUMBER ONE > NEXT strategy and known by the acronym D+ACES (Design, Automated driving, Connectivity, Electrification and Services).
The upshot of the largest model offensive in corporate history was that the BMW Group sold more vehicles worldwide between January and June 2019 than ever before in the first six months of a financial year. The BMW Group continues to be the world’s most successful supplier of premium cars and is able to offer customers in more than 160 countries just the right selection of models while catering to all sorts of different legal conditions, technical requirements and individual preferences. Besides a flexible marketing strategy and a diverse product portfolio, this also calls for a broad range of drive technologies comprising highly efficient petrol and diesel engines, all-electric powertrains and plug-in hybrid systems. The BMW Group has gained a clear advantage over its rivals by using flexible vehicle architectures that will allow any particular model to be quickly produced with different drive technologies as demand dictates. This high degree of customer-centric flexibility is illustrated to impressive effect by the globally successful BMW X3 Sports Activity Vehicle, which will be available with a choice of conventional engines, a plug-in hybrid system or all-electric drive from next year. The BMW Group’s outstanding expertise when it comes to integrating highly complex yet beautifully harmonious complete systems underlines what a strong position the company is in as it competes with established suppliers and newcomers in the automotive sector.
BMW Group market leader in electrification.Following an early product offensive that has resulted in a wider choice of models than any of its rivals can offer, the BMW Group has also emerged as a leading force in the manufacture of vehicles with electrified drive systems. The company is ranked as the market leader in Germany for new car registrations of electrified cars with all-electric or plug-in hybrid drive systems and the most successful established premium brand at both a European and global level. (Source: IHSMarkit Report 8/2019).
The introduction of the very latest battery cell technology in the plug-in hybrid versions of the BMW 2 Series, BMW 3 Series, BMW 5 Series, BMW 7 Series, BMW X5 and MINI Countryman as well as the BMW i cars further increases the electric range and brings new comfort functions when charging. Electric driving this way becomes an alternative for more and wider customer segments. By increasing the proportion of electric driving and employing digital services such as the BMW eDrive Zones function for automatically detecting green zones, the new plug-in hybrid models that can also be seen at the 2019 Frankfurt show will be able to make a major contribution to cutting CO2 emissions in urban areas.
The BMW Group will be bringing out yet more models with electrified drive systems as soon as 2020, including the plug-in hybrid variants of the BMW X3, BMW X1 and BMW 3 Series Touring and the all-electric MINI Cooper SE, which is also receiving its show premiere in Frankfurt. This will once again involve harnessing the expertise in the field of electrified drive systems that has been amassed during development of the BMW i models for transferring technology to the BMW and MINI brands. By 2023, the total number of models with an electrified powertrain offered by the BMW Group’s brands is set to increase to 25.
Driving pleasure in unprecedented variety: the premieres at the IAA Cars 2019.The universally popular family of BMW X models is receiving further reinforcement in the form of the latest Sports Activity Coupe: the new BMW X6 is making its global debut at the IAA Cars 2019, marking the arrival of the third generation of the BMW model that first spawned this breed of vehicle. Anyone visiting Hall 11 at the main entrance to the Frankfurt trade fair arena on 12 – 22 September 2019 will also be able to experience how BMW’s characteristic brand of driving pleasure is set to evolve both now and in future with a wide array of vehicle concepts hailing from all manner of different segments. The third generation of the compact BMW 1 Series is celebrating its show premiere, as are the BMW 8 Series Gran Coupe four-door luxury sports car, the immensely sporty and versatile new BMW 3 Series Touring and the new edition of the BMW X1. The new BMW X5 Protection VR6 Security Vehicle that is making its maiden appearance in Frankfurt combines the ability to power ahead over any terrain with high levels of personal protection.
The presentation of the BMW Vision M NEXT, meanwhile, provides a foretaste of the future of motoring at its sportiest extreme. This progressive plug-in hybrid sports car serves up a captivating blend of emotion-stirring design and pioneering drive technology.
It was at the 2007 Frankfurt Motor Show that BMW first unveiled the BMW Concept X6 in public and created a new breed of vehicle in the process – the Sports Activity Coupe. Now, twelve years later, the third generation of the production version is receiving its world premiere at the very same venue. The new BMW X6 succeeds in combining the agility and versatility of a BMW X model with the attention-grabbing looks of one of the brand’s coupes in more compelling fashion than ever. Crisply drawn lines, powerfully sculpted surfaces and proportions that have been stretched to even more dynamic effect help to give the car’s exterior an athletic, commanding and imposing appearance. The optional BMW Laserlight adds an eye-catching flourish to the front end’s design, as does the illuminated BMW kidney grille that can also be found on the list of optional extras.
The interior of the new BMW X6 creates an exclusive ambience while also radiating sporting flair. Standard specification includes the BMW Live Cockpit Professional featuring a fully digital instrument cluster and a Control Display that each have a screen diagonal of 12.3 inches. One of the operating concept’s key elements is the BMW Intelligent Personal Assistant, which can be controlled using naturally formulated spoken instructions. On the optional equipment side, highlights include thermoelectric cup holders, glass applications for selected controls, the Panorama glass roof Sky Lounge, the Ambient Air package for fragrancing the interior and the Bowers & Wilkins Diamond+ 3D Surround Sound System. The new BMW X6 will be launched in November 2019 with a choice of four engines. Heading the line-up will be two M models boasting extremely powerful V8 petrol and straight-six diesel units.
The new BMW 1 Series is set to continue the brand’s rich vein of success in the premium compact segment with a refreshed design and drive technology that has undergone an extensive overhaul. The new edition employs BMW’s sophisticated front-wheel-drive platform for the first time. This helps to substantially increase the amount of space on offer inside the new model while also ensuring that the third-generation BMW 1 Series continues to beguile drivers with its class-beating agility and dynamic prowess. What’s more, BMW xDrive intelligent all-wheel drive will also be available as soon as the model is launched in September 2019 – in the 225 kW/306 hp range-topping BMW M135i xDrive (fuel consumption combined: 7.1 – 6.8 l/100 km [39.8 – 41.5 mpg imp], CO2 emissions combined: 162 – 155 g/km) and the BMW 120d xDrive (fuel consumption combined: 4.7 – 4.5 l/100 km [60.1 – 62.8 mpg imp], CO2 emissions combined: 124 – 117 g/km) with an output of 140 kW/190 hp.
This new form of the driving pleasure for which BMW is renowned can be attributed first and foremost to the cutting-edge technology used in its chassis and control systems. Of particular note in this regard is the near-actuator wheel slip limitation technology – or ARB for short – which enables the DSC (Dynamic Stability Control) system to intervene far more swiftly and with much greater sensitivity. The BMW M135i xDrive is additionally equipped with a limited-slip differential at the front axle, while Adaptive suspension is available as an option for all model variants. There are other new features too, such as the state-of-the-art display and operating concept, the BMW Head-Up Display being offered in this model for the first time, plus the extended range of driver assistance systems and digital services from BMW Connected and BMW ConnectedDrive, including the BMW Intelligent Personal Assistant.
Premium carmaker BMW is pressing ahead with its product offensive in the luxury segment by adding a third model variant to the new BMW 8 Series range. The new BMW 8 Series Gran Coupe melds outstanding performance credentials with the flamboyant design and superior spaciousness offered by a four-door luxury sports car. The extra 201 millimetres of wheelbase length compared to the BMW 8 Series Coupe improves ride comfort, and every last millimetre has also been used to increase the amount of space in the rear, where two passengers are able to savour a genuine sports car feel. There is also a third seat in the rear compartment that is suitable for use on short journeys.
The four-door sports car was derived directly from the new BMW 8 Series Coupe. Quite apart from the new BMW 8 Series Gran Coupe’s distinctive proportions, the design of its flanks and rear end clearly distinguishes it from its stablemate too. The cabin's luxurious feel is partly down to the lavish standard specification, including Vernasca leather trim, an instrument panel and door shoulders wrapped in fulled leather, ambient lighting and the BMW Live Cockpit Professional. There are also a number of optional extras that are available exclusively for the four-door variant in the new BMW 8 Series line-up: a very generously sized panoramic glass roof, a four-zone automatic climate control system and electric sun blinds for the rear side windows and rear window. The three engines available at launch in September 2019 range in output from 235 kW/320 hp to 390 kW/530 hp and are mated to an eight-speed Steptronic transmission and BMW xDrive all-wheel drive. The BMW 840i Gran Coupe (fuel consumption combined: 7.5 – 7.4 l/100 km [37.7 – 38.2 mpg imp], CO2 emissions combined: 170 – 168 g/km) with rear-wheel drive is also available.
BMW M GmbH is stepping up its current model offensive and making a foray into the luxury segment with its new high-performance sports cars. The formidable performance capabilities are mainly down to a V8 engine with M TwinPower Turbo technology and high-revving concept, which generates 441 kW/600 hp in the new BMW M8 Coupe (fuel consumption combined: 10.6 – 10.5 l/100 km [26.6 – 26.9 mpg imp], CO2 emissions combined: 242 – 238 g/km) and the new BMW M8 Convertible (fuel consumption combined: 10.8 – 10.6 l/100 km [26.2 – 26.6 mpg imp], CO2 emissions combined: 246 – 241 g/km) and an even greater output of 460 kW/625 hp in the new BMW M8 Competition Coupe (fuel consumption combined: 10.6 – 10.5 l/100 km [26.6 – 26.9 mpg imp]; CO2 emissions combined: 242 – 238 g/km) and the new BMW M8 Competition Convertible (fuel consumption combined: 10.8 – 10.6 l/100 km [26.2 – 26.6 mpg imp], CO2 emissions combined: 246 – 241 g/km). The high-performance unit is partnered by an eight-speed M Steptronic transmission with Drivelogic, while the M xDrive all-wheel-drive system and Active M Differential take care of planting its power firmly on the road.
Designed with the specific demands of track use in mind, the bespoke chassis technology includes a newly developed braking system offering a choice of two different brake pedal settings that can be selected at the push of a button. The driving experience can additionally be customised using the Setup button, another new feature that provides direct access to the settings for the engine, dampers, steering, M xDrive and braking system so that they can be individually configured to suit personal preferences and the current driving situation. The M Mode button on the centre console that is also making its debut can be used to alter both the functionality of the driver assistance systems and the information shown in the instrument cluster and Head-Up Display. The dynamic potential of the new high-performance sports cars also shines through in the familiar M design cues that are the result of functional requirements and in the cabin’s model-specific styling. Here, a cockpit designed to deliver an exhilarating driving experience merges with an exclusive aura of luxury.
Characteristic sportiness and versatile functionality set the tone for the new BMW 3 Series Touring, which is making its show debut at the IAA Cars 2019 and will be arriving in dealer showrooms in September 2019 too. Equipped with the latest generation of engines and cutting-edge chassis technology, the sixth generation of the Touring model once again sets the benchmark for agility and driving dynamics in the premium midsize class. Heading the model range is the new BMW M340i xDrive Touring (fuel consumption combined: 7.5 – 7.1 l/100 km [37.7 – 39.8 mpg imp], CO2 emissions combined: 170 – 162 g/km) with its 275 kW/374 hp six-cylinder in-line petrol engine. A plug-in hybrid version of the BMW 3 Series Touring is going to be offered for the first time from summer 2020.
A host of intelligent details give an added boost to the Touring model’s state-of-the-art functionality, including the anti-slip rails for the boot floor and the separately-opening rear window. Boot capacity can be increased from 500 to a maximum of 1,510 litres. The premium ambience of the interior, the top-class standard specification, the sophisticated display and operating concept – which can be optionally upgraded to also include gesture control and the BMW Intelligent Personal Assistant – and the latest digital services from BMW Connected and BMW ConnectedDrive combine to ensure impressive levels of driving pleasure and passenger comfort.
Visitors to the 2019 Frankfurt Motor Show will find the new BMW X1 more alluring than ever. The Sports Activity Vehicle that has proved such a success in the premium compact segment takes the limelight with its carefully revised design, more sophisticated drive technology and top-class equipment features in the areas of control/operation and connectivity. Thanks to the larger BMW kidney grille and the new-look LED headlights and rear lights, the vehicle radiates a far greater sense of presence and individuality. The high degree of variability and refined premium ambience in the cabin add to the car’s state-of-the-art functionality. Apart from this, the new BMW X1 is optionally available with a more advanced operating system with a Control Display up to 10.25 inches in size, a multitude of cutting-edge driver assistance systems and an extensive range of digital services from BMW ConnectedDrive.
The new BMW X1 comes with a choice of latest-generation petrol and diesel engines with three or four cylinders producing outputs ranging from 103 kW/140 hp up to 170 kW/231 hp. Depending on the particular variant, the engines can team up with a six-speed manual gearbox, a seven-speed Steptronic dual-clutch transmission or an eight-speed Steptronic transmission and can be combined with either front-wheel drive or BMW xDrive all-wheel drive. A plug-in hybrid variant will also be added to the new BMW X1 model range in spring 2020.
The BMW Vision M NEXT was one of the highlights at the #NEXTGen Event held at BMW Welt in Munich. Now, visitors to the IAA Cars 2019 show are also being treated to a glimpse into the electrified future of the BMW M brand. Like the BMW Vision i NEXT that is also being exhibited in Frankfurt, the BMW Vision M NEXT represents a prototype version of the BMW driving experience of tomorrow. The all-electric BMW Vision iNEXT mainly serves as a showcase for the EASE experience concept, illustrating how autonomous driving is set to transform life on board vehicles. The BMW Vision M NEXT, on the other hand, places the focus more on the pure and emotionally engaging experience of driving yourself in the BOOST concept. The Vision Vehicle takes the form of a progressive plug-in hybrid sports car with an emotion-stirring design and a puristic interior that places the focus squarely on the active driver. Its Power PHEV drive system opens up a new dimension in sporty driving, offering a choice between electric all-wheel drive and puristic rear-wheel drive, with either purely electric propulsion or the power of a turbocharged four-cylinder petrol engine. It generates a system output of 441 kW/600 hp and enables the car to sprint to 100 km/h (62 mph) from rest in just three seconds. There is also a BOOST+ mode that puts extra drive power on tap at the push of a button for an even more exhilarating performance experience. The car has a range of up to 100 kilometres (62 miles) when driving in all-electric mode, allowing the majority of journeys to be completed with zero local emissions, both in urban areas and beyond.
With its unmistakable sports-car proportions, low-slung, wedge-shaped silhouette, gullwing doors and clear, pared-back styling, the BMW Vision M NEXT succeeds in blending classic design cues for dynamic performance with sustainable driving pleasure. Inside the cabin, innovative technology is used to focus the driver’s attention on what is happening on the road ahead. The “focus logic” takes BMW’s famed driver focus to the next level by adapting the information displays to the changing driving situation. As the vehicle speeds up, the readouts shift increasingly into the driver’s direct field of view and centre more and more on driving-related information.
Well what can I say - this car really does ring true for the BMW "Ultimate Driving Machine" !
I spent months and months researching the new BMW M140 as I pondered the thought of maybe one day being able to purchase one of these hot hatch rear wheel drive beauties which we now know is the last of its kind. The new 1 Series which is due to hit our showrooms in September 2019 is now either going to be FWD or an all wheel X Drive system and the fabulous 3.0 litre twin turbo straight 6 has now also been dropped from the line up. When I learnt that BMW were releasing a Finale Edition with some added goodies I thought what the hell...
I spoke with Jo Mawson as I knew we had 2 BMW dealers who were involved with the Club, Essendon BMW and Waverley BMW. Essendon being only 10 minutes from me and Waverley an hour. Jo advised who our contacts at each dealer were and off I went. It was late March 2019 and I went into Essendon BMW who unfortunately didn't have a car for me to test drive. I then contacted Matthew Hede out at Waverley BMW who booked me in for a test drive on the Saturday which turned out to be an extremely wet and horrible day. Not a very good time to test the legs of the M140! Anyway - I sat down with Matt who also remembered me from one of the Car Club meetings who sat down with me and went through every detail and specs of the car. Turns out there was not one M140 available Australia wide and a car had to be built to my specs. Just hovering around 3.5 months later I am now the proud owner of a Melbourne Red M140 - Finale Edition.
Waverley BMW, their M Performance parts specialist and of course Matthew Hede what can I say, you have been a delight to deal with from day dot and I cannot thank you and applaud you enough for your outstanding customer service. Thanks again for making what was an awful experience at having my E46 330ci stolen and written off to making me grin from ear to ear. 2,500km's in and the M140 just keeps on surprising.
Sam O'Neil | Member #17
BMW Drivers Club Melbourne
Prototypes of all vehicles are manufactured long before actual market launch, under the strictest secrecy in specially restricted areas of the facility. They are used for testing and to prepare for series assembly later. Experts from development and production work in close collaboration. When series manufacturing of the fully electric BMW iNEXT is launched in 2021, it will run on the same assembly line as combustion-powered vehicles and plug-in hybrids.
Udo Hänle, head of Production Integration and Pilot Plant: “Preparing a fully electric vehicle for series production is an exciting but challenging task. By the time of the official start of production, we will have built as many as 100 prototypes of the BMW iNEXT. Until then, the Pilot Plant will use a range of new innovations to streamline and speed up our processes even further. We are also already preparing our first production associates from Plant Dingolfing to work on the new product.”
New innovations improve quality of production processesThe process steps for series production are defined and matured at the Pilot Plant, where experts also validate all of the vehicle functions, including electric and automated driving functions, and sensors for driver assistance systems. In addition, associates working on the BMW iNEXT are making use of brand-new digital tools for the very first time to support more intelligent, efficient operations.
The first few bodies-in-white of the BMW iNEXT are being assembled in the Pilot Plant bodyshop. The various sections are bonded with the help of a new technology: rotary bonding. This joins aluminium and high-strength steel by using the friction heat generated as a steel element pierces an aluminium part. The heat of the steel part fuses the two components.
Once assembled, the bodies undergo detailed checks by laser radar, an automated measurement technology that quickly identifies individual surface characteristics. This solution eliminates the need to place measurement points manually, as has been done until now. The new optical process also dramatically shortens the time required for measurements to be made.
Complete surfaces of body parts are further examined using a high-resolution scanner located in a virtual measuring room. Data obtained here is compared fully automatically with the CAD model of the part, delivering the required information much faster than conventional methodologies.
An augmented reality app is radically speeding up the way bolts in the floor assembly are identified and compared with the CAD model. The app is an important innovation that verifies their precise position and completeness. As well as reducing complexity, it makes cooperation between the various specialist departments even more efficient.
The BMW Group also uses computer tomography to test prototypes in the early stages of development. In a dedicated testing system in the Pilot Plant, four closely coordinated robots create X-rays of the vehicle by a scanning process. Moving around the outside, they face each other in two pairs and send the X-rays to their opposites. The data they gather is used to calculate a multilayered 3D image. This can be used to analyse the internals of the entire vehicle. Computer tomography allows new materials and bonding techniques to be examined in minute detail without vehicles having to be dismantled. Previously components had to be removed and taken apart for analysis. The system picks up objects as small as 100 micro-metres – approximately the width of a human hair.
Digitalisation opens up new opportunities for design and efficiency in production
Digitalisation is opening up new perspectives for enhancing production systems. Virtual models of workers are helping vehicle experts to define assembly processes early on. Before the first prototypes are even made, they can ensure workplaces are ergonomic and offer easy access not only to the inside of the vehicle to bolt in rear axles or integrate charging sockets, for example, but also to the various parts that need fitting.
When it comes to flexible components such as brake hoses, the specialists at the Pilot Plant use software to simulate their behaviour inside the vehicle. Digital tools offer insights into the dimensions and subsequent behaviour of fitted parts considerably earlier and more quickly. The software solution replaces the complex, costly construction of test setups used until now.
Radar sensors supporting the driver assistance systems and automated driving are tested and calibrated on a new innovation test rig. This ensures they can be fitted to vehicles without difficulty later on, in series production.
BMW iNEXT is the technology flagship
With the proportions and dimensions of a luxury Sports Activity Vehicle, a fifth-generation electric drive unit and systems for highly automated driving, the BMW iNEXT embodies the future of driving pleasure in a particularly comprehensive way. As the BMW Group’s future modular construction system, it combines the latest innovations in the areas of design, automated driving, connectivity, electrification and services (D+ACES) defined by the NUMBER ONE > NEXT corporate strategy. The BMW eDrive ensures a range in excess of 600 kilometres*. Furthermore, the car is equipped with the latest connectivity features and designed for Level 3 automated driving.
All figures relating to driving performance, consumption, emissions and range are provisional.
Pilot Plant as a Competence Centre of the BMW Group
The BMW Group’s Pilot Plant is located in the Research & Innovation Centre in Munich, with three further associated facilities to the north of the city, in Hallbergmoos, Oberschleissheim and Garching. With a total area of 100,000 m2, it is home to 850 associates, who work on up to six vehicle projects simultaneously. Like the series plants, the Pilot Plant can assemble both electrically and combustion-powered prototypes. As the interface between development and production, it allows not only the product but also the series assembly processes to be refined to maturity, ready for transfer to regular plants where they are used in series production. The Pilot Plant comprises a bodyshop as well as assembly, prototype and concept car construction units, and the Additive Manufacturing Centre, a centre of excellence for 3D printing.
The details marked * have already been calculated based on the new WLTP test cycle.
Dad picked me up from school just after 12:30pm on 19 July. When I saw my Race car, it had all new Bell stickers that dad put on when I was at school, and it looked great. Dad also put on my lucky number 4 that Joe let me have. I also found a new tow hook on the back that Belly had given dad for my race car, it was a really good one. I was so happy that I would finally be able to race my car that dad worked so hard on for me.
When we were on our way up there we stopped at a servo to get gas for dad’s car. When we were driving in we saw Jess' green E30 race car and we waved as we drove past. While we were getting out we had a look under my race car for any leaks. There was one coming from the fuel tank, but dad found out that it was just that one of the fuel tanks in the boot that its cap wasn’t don up right. We went inside to get some food. As we lined up we sore Jo lining up just in front of us. So we said hi and had a little chat. After that we went to pay for our gas at the other side of the servo and there we saw Belly, so we said hi to him and had a short chat about what I call the racing. But he had to go soon after because his tail lights weren’t working on the trailer and he had to get to Winton before it got dark, and so did we. After meeting almost everyone at one servo we were back on our way to the Top of the Town.
Once we got to the Top of the Town Hotel we got our special parking spot that we got last year. We started to pack all of our stuff into our room. Once that was done, we started to put some more Bell stickers on my race car and it finished it of. Then we walked to the Chinese shop down the road for dinner and went to bed for a big next day.
In the morning we had our brekkie and got straight into it we drove up to Winton, rolled my race car off the trailer and then we set up with our big canopy and some camping chairs. We said hi to Rachael & PK and to Jo & Belly and then went to the drivers briefing. I had to stay back with some other people because it was my first time and their first time as well. We got told some ideas and what to do for the day. Then we went to scrutineering. Thanks to dad and Belly, my race car did great so we were ready to go.
So we got started, group 1 went then group 2 which all the E30 race cars were in and Rachael. Then group 3 which I was in so I put my brand new suit on my brand new gloves and my brand new boots, also dad’s unused helmet and fire proof socks, now I was ready to unleash the beast. Before I went out there I thought go-karting was good, but this was crazy good and I had so much fun. Dad said that through the day I got better and better when I had a look at the times I had dropped off heaps of time and I was very surprised and then I saw how fast Rachael was and she was very fast. After about my 3rd run Belly gave me a very cool bag and it is so big and I love it and the best bit is that it is half a suit case and half a carry bag so I can take it almost anywhere and I will. Another cool bit is that the day before I was just telling dad how my bag is so small and how his is massive and now his is small compared mine so I want to say
Thankyou Jo & Belly!!!
After that we saw an awesome BMW E30 Evolution 3 and we watched it go around the track and it sounded great and it was so fast nothing could beat it, and I think it did a 1:35 it was so fast. We talked to the driver and he was really nice and he told us some of his secrets. Sadly he had to stop because he had fouled 1 of his plugs from idling for to long. Not long after that the day was over and we had to pack up we said by to everyone and went back home. And thank you so much Jo and Belly for making it such a fun day!!!
Royce Lyne | Member #406
BMW Drivers Club Melbourne
Anniversary mood under California’s sun. At the Monterey Car Week 2019 and the Pebble Beach Concours d’Elegance, MINI celebrated the brand’s 60th birthday with a review of its history and an outlook on the future. On America’s west coast, MINI presented a series of historically important vehicles and provided an initial look at two fascinating new models: the brand’s most powerful series vehicle ever produced and the first all-electric powered MINI. The new MINI John Cooper Works GP is currently undergoing the final phase of its series development process with high-speed laps on numerous racing tracks throughout the world, before being launched on the market in an edition limited to 3 000 cars during the coming year. The new MINI Cooper SE (fuel consumption combined 0.0 l/100 km; electricity consumption combined: 16.8 – 14.8 kWh/100 km; CO2 emissions combined: 0 g/km) is anticipated with high degree of tension. Production launch is already scheduled for November 2019. Taken together, the two models represent the future bandwidth of the model range for the British premium brand – from local zero-emission mobility in city traffic, to thrilling performance on the race track.
The prototype of the new MINI John Cooper Works GP already gives an inkling of the outstanding high-performance characteristics in Pebble Beach with its yawning air scoops, large alloy wheels, an independent design for the front and rear aprons and a striking roof spoiler. The impressive appearance is certainly not overstated. During test drives on the Nürburgring, the new extreme sports car in the MINI model range went around the legendary North Loop in less than eight minutes. This feat is powered by a four-cylinder engine packing more than 220 kW/300 hp with MINI TwinPower Turbo technology under the bonnet. The new engine, the chassis technology developed with motor-sport know-how from John Cooper Works and the aerodynamically optimised body meld together to form a precisely tuned overall package for the exuberant race feeling.
The MINI Cooper SE is significantly more understated than the new elite athlete but it presents an inimitable character. Subtle accents of colour in yellow, the shrouded hexagonal radiator grille, the absence of an exhaust system and lightweight alloy wheels tailored to the model highlight the sustainable drive concept of the electric vehicle based on the MINI 3-door concept. Driving fun in the MINI Cooper SE is typical of MINI and yet fascinatingly new. The spontaneous development of power generated by its 135 kW/184 hp electric motor, a chassis tuned specifically for the model and the particularly low centre of gravity due to the high-voltage battery positioned in the vehicle floor give the vehicle exceptional agility and dynamic performance when cornering. In future, this means that electromobility can be experienced in the inimitable style of MINI.
When the two new vehicles were presented in Pebble Beach, they were supported by a cast of exceptional representatives from the 60-year history of the brand. Alongside a Mini Cooper S from 1965 in contemporary rally trim and two special editions from the final production year of the classic Mini, the first-generation MINI John Cooper Works and the MINI E were also on display. The MINI E produced ten years ago in a small series already yielded important findings about the operation of electric vehicles in everyday situations. The experience gained in testing across the world was subsequently channelled into development of the electrically powered models of the BMW Group.
What an awesome weekend at Phillip Island, back in an E30 Racecar after three years. I spend so much time looking after other people and their cars, or organising and running events, I don’t often get to have a drive myself. Apart from the odd lap to take people for rides, I haven’t had a proper drive for years. This weekend reminded me of why I do this. There was nothing at stake, no championship or anything, just have a race and enjoy it.
I was a bit apprehensive on Thursday, when Alex asked if I’d like to do the enduro with him, not having driven in anger for so long, but the more I thought about it, the more I thought it would be good to do. I did one session on Friday in the wet to see if I remembered how to do it, surprisingly I quite enjoyed pushing it in the wet.
Saturday consisted of a seperate qualifying session for us both in beautiful sunny weather. Alex went first and gave us a good start with second quickest, behind an E36 M3. My turn came and being a bit rusty, l was fourth quickest. Our combined times put us third on the grid. Pretty happy with that and even happier when we heard the car that was second on the grid had an engine failure, so they wouldn’t be on the grid on Sunday. Well, not happier, we don’t wish engine failures on our competition, but gave us an easier job with only a much faster car in front of us and the other E30’s in our class all behind us.
The three races on Sunday were progressive grids, so where Alex finished in the first ten lap race gave me the front row for my race and then where I finished would give us our start position for the 25 lap enduro.
Alex came home behind the E36 in second, so I started on the front row.
Sitting on the front row brought back lots of memories of past races, the feeling you get waiting for the lights to come on and then go out, is something racers love, there is nothing like it, and it is addictive.
Both our 10 lap races were on a nice dry track, lots of fun, being able to push the car a bit, get used to it and have a bit of fun playing with the other E30’s. It was good to know I haven’t lost all my racing skills, sometimes it’s better to let someone past and sit behind them, put them under pressure, then take the lead back when it suits you. Race craft is something that is learnt over years and when you don’t practice it, like a lot of things, you start to lose it. It was nice to see I still have a few skills and kept them behind me to also come home in second, behind the much quicker M3, giving us another front row start for the 25 lap enduro, where I would start, do the first half and Alex would finish.
Our luck with Phillip Island's weather ran out about an hour before the start of our final race, so it was with a lot of trepidation I lined up for a wet start. The formation lap showed us there was lots of standing water and even a few rivers running across the track, so lots of care would have to be taken.
I got a great start and went side by side with the M3 through turn 1 then had to let him take the lead in turn 2 when I got a little to hasty with the accelerator and got a bit sideways.
In the wet conditions I could keep up with the faster car but with the rain and spray and windscreen fogging up I wasn’t going to get too close and settled in to follow him around. The rest of the field disappeared behind us and when I was getting ready to come in for our driver change, fortuitously, a safety car was called, as one of the other E30s beached itself in the sand on turn 2.
John in the E36 M3 also thought it was a good time to pit, so we both peeled off for our compulsory 2 minute stop. I followed him in as close as I could get to his bumper and after doing our driver change Alex managed to jump him in pit lane when he stalled as he took off.
So now we were in the lead. Wow. Didn’t last long as the quicker car was soon on Alex’s tail and drove past him with its extra power.
We still managed to come home a very happy second place, the only other car on the lead lap! Very happy indeed.
I must say a big thank you to lots of people. Chris, who always helps us look after the cars and drivers, especially this year when we have had so many clashes with events. Jo who is always in my corner backing me and encouraging me and always there to help, even when hobbling on crutches. Alex for asking me to drive with him. Sean, for letting us use his car, all our friends and members of the Bell Motorsport and DCM families that came and watched and cheered us on on a cold wet winters day at Phillip Island. Thank you all. I really appreciate it.
Also, thank you to the other competitors, the trackside officials that brave the elements to allow us to do what we love (I must admit, it’s nice being in the car instead of out there doing it for a change).
I really loved getting back in the driver's seat. Hopefully won’t be a few years till next time.
Graeme Bell | Member #1
BMW Drivers Club Melbourne
BMW M GmbH presents the new spearhead to the MotoGP Safety Car fleet: the BMW M8 MotoGP Safety Car. The 625 hp lead car is based on the BMW M8 Competition (combined fuel consumption: 10.6 – 10.5 l/100 km*; combined CO2 emissions: 242 – 238 g/km*), which made its world debut at the BMW Group #NextGen at BMW Welt in Munich at the end of June. The new BMW M8 MotoGP Safety Car will make its first appearance this weekend, at the MotoGP Grand Prix at the Red Bull Ring in Austria.
Innovative high-performance automobiles for the safety of the top tier of motorcycles is the principle that has guided BMW M GmbH for more than 20 years as partner of MotoGP organiser Dorna Sports and ‘Official Car of MotoGP’. The Munich-based company has provided the official MotoGP Safety Car fleet since 1999 and the BMW M8 MotoGP Safety Car is the latest highlight in a long line of high-powered lead cars.
“The BMW M8 and the BMW M8 GTE were developed in parallel, and these racing genes distinguish the BMW M8 models in all areas,” said Markus Flasch, President of BMW M GmbH. “That’s why it was a logical step for us to choose the BMW M8 Competition as a basis for our new MotoGP safety car. Even in its production version, this high-performance automobile is suited to the racetrack. With its innovative technical features, it is yet another example of our quest to keep pushing the limit upwards. With the BMW M8 MotoGP Safety Car, we are really excited to present a new, powerful lead car for the top tier of motorcycle racing.”
The M power under the bonnet comes from the most powerful engine ever developed for a BMW M GmbH car. The high-revving V8 unit with M TwinPower Turbo technology develops 460 kW/625 hp. The high-performance power unit teams up with an eight-speed M Steptronic transmission with Drivelogic, and the engine’s power is channelled to the road via the M xDrive all-wheeldrive system. One of the features that stands out in particular is a newly developed integrated braking system, an M-specific version of which presents the driver with two different brake pedal feel settings.
The precise interaction between powertrain, chassis technology and aerodynamics has been carefully honed over the course of intensive testing at the BMW Group’s test track near Miramas in southern France, the winter testing centre in Arjeplog, Sweden and the Nürburgring’s Nordschleife circuit, along with other race circuits. Experience collected from the development of the BMW M8 GTE racing car also played a role in the configuration process. The performance-focused character of the engine, transmission and chassis allows the new BMW M8 Competition to power from 0 to 100 km/h (62 mph) in 3.2 seconds.
Painstaking manual work at the BMW M Manufaktur in Garching converted the high-performance base car into the BMW M8 MotoGP Safety Car, preparing it to appear as the course car in the world’s fastest motorcycle racing series. This process included the addition of numerous BMW M Performance Parts, many of which are available as retrofit parts for the BMW M8 production model. These emphasise the sporty appearance of the Safety Car and meet all the functional requirements for aerodynamics, cooling and lightweight construction. The transformation of the BMW M8 Competition to a MotoGP Safety Car was completed by the inclusion of special racing features and the necessary safety equipment.
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