Milano. È stata inaugurata oggi “A Garden of Curiosity”, l’installazione immersiva realizzata da MINI in collaborazione con Paul Smith in occasione del Salone del Mobile 2026.

Allestita nello storico Palazzo Borromeo d’Adda a Milano, “A Garden of Curiosity” segna un nuovo capitolo nella lunga storia di collaborazione tra i due brand. Legati dalle loro comuni radici britanniche e dai loro design iconici, MINI e Paul Smith si uniscono per celebrare ottimismo, curiosità e spirito innovativo. L’installazione combina l’uso distintivo del colore di Paul Smith con la meticolosa attenzione ai dettagli tipica di MINI, invitando i visitatori a esplorare e vivere appieno il mondo giocoso del design.

“Paul Smith e MINI si completano perfettamente, come dimostra ancora una volta questa collaborazione. Ci unisce la passione per il design, e il nostro entusiasmo condiviso per l’artigianato, l’innovazione e l’individualità rende “A Garden of Curiosity” un’esperienza ricca di colori, suoni ed espressività”, ha dichiarato Holger Hampf, Head of MINI Design. 

I visitatori si immergono in un mondo di colori e suoni: un’esperienza che coinvolge tutti i sensi

Situata nel giardino di Palazzo Borromeo d’Adda, l’installazione è accessibile tramite una passerella in legno che attraversa il cortile e conduce i visitatori a una porta rossa, che rappresenta un invito simbolico a guardare e osservare. Oltre la soglia si apre lo spazio verde ideato da MINI e Paul Smith, composto da sentieri fiancheggiati da piante ed erbe, che conducono a piattaforme aperte e installazioni cubiche. L’iconica Paul Smith Signature Stripe percorre il giardino come elemento ricorrente di design. Architettura, texture, colori e suoni si fondono armoniosamente, dando vita a un’esperienza sensoriale completa.

Sale tematiche interattive

La Colour Theory Room rappresenta un punto d’incontro visivo tra la palette cromatica distintiva di Paul Smith e i colori della nuova MINI Paul Smith Edition. I visitatori possono disporre campioni di colore su una parete interattiva, creando composizioni che cambiano costantemente nel corso della giornata con ogni nuovo intervento personale. In linea con la filosofia di Sir Paul Smith, la parete offre inoltre l’opportunità di sperimentare liberamente diverse combinazioni cromatiche.

La Listening Room amplia questa esperienza attraverso registrazioni vocali di Sir Paul Smith, sottolineando l’importanza della teoria del colore. Un’ulteriore piattaforma aperta invita i visitatori a vivere lo spazio con tutti i sensi, concedendosi un momento di pausa lontano dal ritmo frenetico di Milano.

Ad arricchire ulteriormente l’installazione, la nuova MINI Cooper Cabrio Paul Smith Edition attende di essere scoperta e invita i visitatori a soffermarsi sui dettagli: estetica e finiture riflettono lo stile inconfondibile di Paul Smith, interpretando al contempo lo spirito giocoso, ottimista e indipendente del marchio. Un elemento esclusivo che si integra armoniosamente nell’insieme del progetto.

“Ho sempre amato le mie visite a Milano per il Salone del Mobile e sono felice di tornare in città per presentare al mondo del design la mia nuova MINI. Non vedo l’ora di condividere questo progetto speciale con tutti voi”, ha dichiarato Sir Paul Smith.

Tradizione e curiosità si incontrano

Attraversando il cortile per raggiungere l’installazione, i visitatori si immergono nella storia di MINI e Paul Smith. Qui è possibile scoprire tre vetture nate dalla collaborazione tra i due brand, avviata nel 1998: la Paul Smith 40th Anniversary Mini, la MINI STRIP by Paul Smith e una MINI Cooper dell’ultima Edition. Il colore Nottingham Green, sviluppato appositamente, impreziosisce alcuni dettagli come le calotte degli specchietti, la griglia del radiatore ottagonale e i coprimozzi delle ruote con la firma Paul Smith. Ulteriori elementi riflettono lo stile distintivo di Paul Smith, contribuendo a esprimere l’essenza di questa MINI Edition, che interpreta il concetto di “classic with a twist”.

La Paul Smith 40th Anniversary Mini: un esemplare unico del 1999, la cui carrozzeria è stata trasformata in una vera e propria opera d’arte su quattro ruote, con 86 strisce in 26 colori. Anche gli interni presentano un uso sorprendente del colore come, ad esempio, il vano portaoggetti verde lime, espressione dello stile giocoso di Paul Smith.

La MINI STRIP by Paul Smith: un’altra creazione unica nel suo genere, presentata nel 2021 e basata sulla MINI Cooper SE, ridotta all'essenziale secondo il principio del “less is more”. Il design minimalista mette in primo piano costruzione e funzionalità, con l'obiettivo di rappresentare un approccio al design responsabile e innovativo per il suo tempo.

L’installazione “A Garden of Curiosity” sarà aperta dal 21 al 26 aprile 2026 nell’ambito del Salone del Mobile di Milano. Sarà visitabile presso la House of MINI, in Via A. Manzoni 41, tutti i giorni dalle 10:00 alle 19:00.

Per ulteriori informazioni:

Cristiana Raffaella Lattuada

PR & Communication MINI

E-mail: cristiana.lattuada@bmw.it

Tel: +39-02-51610-710

Media website: https://newsroom.bmwgroup.com/global/en

Il BMW Group

Con i suoi quattro marchi BMW, MINI, Rolls-Royce e BMW Motorrad, il BMW Group è il costruttore leader mondiale di auto e moto premium e offre anche servizi finanziari premium. Il BMW Group comprende oltre 30 stabilimenti di produzione nel mondo ed ha una rete di vendita globale in più di 140 Paesi.

Nel 2025, il BMW Group ha venduto oltre 2,46 milioni di automobili e più di 202.500 motocicli in tutto il mondo. L'utile al lordo delle imposte nell'esercizio finanziario 2025 è stato di 10,2 miliardi di euro con un fatturato di 133,4 miliardi di Euro. Al 31 dicembre 2025, il BMW Group contava un organico di 154.540 dipendenti.

Il successo economico del BMW Group si fonda da sempre su una visione a lungo termine e su un’azione responsabile. La sostenibilità è un elemento centrale della strategia aziendale del Gruppo e interessa ogni fase del ciclo di vita dei prodotti, dalla catena di approvvigionamento alla produzione, fino al termine della loro vita utile.

BMW Group Italia è presente nel nostro Paese da oltre 50 anni e vanta oggi 4 società che danno lavoro a 850 collaboratori. La filiale italiana è uno dei sei mercati principali a livello mondiale per la vendita di auto e moto del BMW Group. 

www.bmwgroup.com  

Facebook: http://www.facebook.com/BMWGroup   

YouTube: http://www.youtube.com/BMWGroupView  

Instagram: https://www.instagram.com/bmwgroup  

LinkedIn: https://www.linkedin.com/company/bmw-group/

X: https://www.x.com/bmwgroup  

Seguiranno le foto dell’installazione in loco.  

Monaco/Milano. Vi presentiamo “A Garden of Curiosity”, un’installazione immersiva realizzata in collaborazione da MINI e Paul Smith per il Salone del Mobile. Allestita nello storico Palazzo Borromeo d’Adda a Milano, “A Garden of Curiosity” segna un nuovo capitolo nella lunga storia di collaborazione tra i due brand. Legati dalle loro comuni radici britanniche e dai loro design iconici, MINI e Paul Smith si uniscono per celebrare ottimismo, curiosità e spirito innovativo. L’installazione combina l’uso distintivo del colore di Paul Smith con la meticolosa attenzione ai dettagli tipica di MINI, invitando i visitatori a esplorare e vivere appieno il mondo giocoso del design.

“Paul Smith e MINI si completano perfettamente, come dimostra ancora una volta questa collaborazione. Ci unisce la passione per il design, e il nostro entusiasmo condiviso per l’artigianato, l’innovazione e l’individualità rende “A Garden of Curiosity” un’esperienza ricca di colori, suoni ed espressività”, ha dichiarato Holger Hampf, Head of MINI Design.

I visitatori si immergono in un mondo di colori e suoni: un’esperienza che coinvolge tutti i sensi

Situata nel giardino di Palazzo Borromeo d’Adda, l’installazione è accessibile tramite una passerella in legno che attraversa il cortile e conduce i visitatori a una porta rossa, che rappresenta un invito simbolico a guardare e osservare. Oltre la soglia si apre lo spazio verde ideato da MINI e Paul Smith, composto da sentieri fiancheggiati da piante ed erbe, che conducono a piattaforme aperte e installazioni cubiche. L’iconica Paul Smith Signature Stripe percorre il giardino come elemento ricorrente di design. Architettura, texture, colori e suoni si fondono armoniosamente, dando vita a un’esperienza sensoriale completa.

Sale tematiche interattive

La Colour Theory Room rappresenta un punto d’incontro visivo tra la palette cromatica distintiva di Paul Smith e i colori della nuova MINI Paul Smith Edition. I visitatori possono disporre campioni di colore su una parete interattiva, creando composizioni che cambiano costantemente nel corso della giornata con ogni nuovo intervento personale. In linea con la filosofia di Sir Paul Smith, la parete offre inoltre l’opportunità di sperimentare liberamente diverse combinazioni cromatiche.

La Listening Room amplia questa esperienza attraverso registrazioni vocali di Sir Paul Smith, sottolineando l’importanza della teoria del colore. Un’ulteriore piattaforma aperta invita i visitatori a vivere lo spazio con tutti i sensi, concedendosi un momento di pausa lontano dal ritmo frenetico di Milano.

Ad arricchire ulteriormente l’installazione, la nuova MINI Cooper Cabrio Paul Smith Edition attende di essere scoperta e invita i visitatori a soffermarsi sui dettagli: estetica e finiture riflettono lo stile inconfondibile di Paul Smith, interpretando al contempo lo spirito giocoso, ottimista e indipendente del marchio. Un elemento esclusivo che si integra armoniosamente nell’insieme del progetto.

“Ho sempre amato le mie visite a Milano per il Salone del Mobile e sono felice di tornare in città per presentare al mondo del design la mia nuova MINI. Non vedo l’ora di condividere questo progetto speciale con tutti voi”, ha dichiarato Sir Paul Smith.

Tradizione e curiosità si incontrano

Attraversando il cortile per raggiungere l’installazione, i visitatori si immergono nella storia di MINI e Paul Smith. Qui è possibile scoprire tre vetture nate dalla collaborazione tra i due brand, avviata nel 1998: la Paul Smith 40th Anniversary Mini, la MINI STRIP by Paul Smith e una MINI Cooper dell’ultima Edition. Il colore Nottingham Green, sviluppato appositamente, impreziosisce alcuni dettagli come le calotte degli specchietti, la griglia del radiatore ottagonale e i coprimozzi delle ruote con la firma Paul Smith. Ulteriori elementi riflettono lo stile distintivo di Paul Smith, contribuendo a esprimere l’essenza di questa MINI Edition, che interpreta il concetto di “classic with a twist”.

La Paul Smith 40th Anniversary Mini: un esemplare unico del 1999, la cui carrozzeria è stata trasformata in una vera e propria opera d’arte su quattro ruote, con 86 strisce in 26 colori. Anche gli interni presentano un uso sorprendente del colore come, ad esempio, il vano portaoggetti verde lime, espressione dello stile giocoso di Paul Smith.

La MINI STRIP by Paul Smith: un’altra creazione unica nel suo genere, presentata nel 2021 e basata sulla MINI Cooper SE, ridotta all'essenziale secondo il principio del “less is more”. Il design minimalista mette in primo piano costruzione e funzionalità, con l'obiettivo di rappresentare un approccio al design responsabile e innovativo per il suo tempo.

L’installazione “A Garden of Curiosity” sarà aperta dal 21 al 26 aprile 2026 nell’ambito del Salone del Mobile di Milano. Sarà visitabile presso la House of MINI, in Via A. Manzoni 41, tutti i giorni dalle 10:00 alle 19:00.

Per ulteriori informazioni:

Cristiana Raffaella Lattuada

PR & Communication MINI

E-mail: cristiana.lattuada@bmw.it

Tel: +39-02-51610-710

Media website: https://newsroom.bmwgroup.com/global/en

Il BMW Group

Con i suoi quattro marchi BMW, MINI, Rolls-Royce e BMW Motorrad, il BMW Group è il costruttore leader mondiale di auto e moto premium e offre anche servizi finanziari premium. Il BMW Group comprende oltre 30 stabilimenti di produzione nel mondo ed ha una rete di vendita globale in più di 140 Paesi.

Nel 2025, il BMW Group ha venduto oltre 2,46 milioni di automobili e più di 202.500 motocicli in tutto il mondo. L'utile al lordo delle imposte nell'esercizio finanziario 2025 è stato di 10,2 miliardi di euro con un fatturato di 133,4 miliardi di Euro. Al 31 dicembre 2025, il BMW Group contava un organico di 154.540 dipendenti.

Il successo economico del BMW Group si fonda da sempre su una visione a lungo termine e su un’azione responsabile. La sostenibilità è un elemento centrale della strategia aziendale del Gruppo e interessa ogni fase del ciclo di vita dei prodotti, dalla catena di approvvigionamento alla produzione, fino al termine della loro vita utile.

BMW Group Italia è presente nel nostro Paese da oltre 50 anni e vanta oggi 4 società che danno lavoro a 850 collaboratori. La filiale italiana è uno dei sei mercati principali a livello mondiale per la vendita di auto e moto del BMW Group. 

www.bmwgroup.com  

Facebook: http://www.facebook.com/BMWGroup   

YouTube: http://www.youtube.com/BMWGroupView  

Instagram: https://www.instagram.com/bmwgroup  

LinkedIn: https://www.linkedin.com/company/bmw-group/

X: https://www.x.com/bmwgroup  

Monaco. Prodotta in quattro continenti, la BMW Serie 3 rappresenta da 50 anni uno dei pilastri della rete produttiva del BMW Group a livello mondiale. Dal 1975, anno di avvio della produzione, la BMW Serie 3 è uscita dalle linee di assemblaggio oltre 18 milioni di volte, presso 18 stabilimenti distribuiti in 13 Paesi. I principi cardine della filosofia BMW iFACTORY – come efficienza, flessibilità, digitalizzazione e una produzione efficiente – hanno guidato con coerenza ogni fase della storia produttiva del modello. 

Lo stabilimento BMW Group di Monaco: origini e ruolo di pioniere tecnologico

Lo stabilimento principale di Monaco è il cuore della produzione della BMW Serie 3 dal 1975. Fin dagli esordi, il BMW Group ha puntato su un modello produttivo flessibile, reso possibile da tecnologie all’avanguardia come i sistemi di trasporto aereo e le saldatrici liberamente programmabili. Nel 1982, con il debutto della seconda generazione della Serie 3, a Monaco venne introdotto un reparto carrozzeria completamente automatizzato. L’uso di robot industriali permise di raggiungere un tasso di automazione superiore al 90%, e grazie all’integrazione di sistemi di turnazione flessibili e a modelli di orario di lavoro rivisti, la capacità produttiva aumentò in modo significativo. Un processo costante di modernizzazione – dalle tecnologie di verniciatura a polvere fino alla produzione dei motori gestita da sistemi computerizzati – ha permesso all’impianto di mantenersi costantemente all’avanguardia. Oggi lo stabilimento utilizza numerose applicazioni digitali e sistemi di controllo qualità supportati dall’intelligenza artificiale. In questo modo, la BMW Serie 3 si è confermata nel tempo una forza trainante nello sviluppo tecnologico dei processi produttivi del BMW Group.

La BMW Serie 3 come motore di crescita e internazionalizzazione

La BMW Serie 3 ha svolto un ruolo decisivo anche nell’aumento dei volumi produttivi del BMW Group. Nel 1980, la produzione del modello fu estesa dallo stabilimento principale di Monaco a quello di Dingolfing e, in seguito, nel 1986, allo stabilimento di Ratisbona. La BMW Serie 3 diede inoltre un forte impulso al processo di internazionalizzazione della produzione del BMW Group. Negli anni Ottanta furono avviate ulteriori linee produttive in altri siti, tra cui Rosslyn, in Sudafrica (dal 1984), e Spartanburg, negli Stati Uniti (dal 1994). Questi stabilimenti resero possibile rifornire direttamente i rispettivi mercati locali e gettarono le basi per la distribuzione globale del valore aggiunto dell’azienda – oggi una delle caratteristiche distintive della rete produttiva del BMW Group.

La BMW Serie 3: un modello abilitante per i nuovi siti produttivi

Dall’apertura dello stabilimento di Ratisbona in poi, la BMW Serie 3 ha rappresentato il modello abilitante per tutti i nuovi siti produttivi del BMW Group, con l’unica eccezione dello stabilimento di Debrecen, in Ungheria. Gli impianti di Spartanburg, Lipsia e San Luis Potosí, così come la joint venture BBA in Cina, hanno infatti avviato la loro produzione proprio con la BMW Serie 3. Nel corso dei decenni, numerose varianti del modello – dalle Berline alle Cabrio, fino alle versioni Touring e M – sono state prodotte in quasi tutti gli stabilimenti del BMW Group grazie a un livello di flessibilità produttiva senza precedenti. Sulla stessa linea di assemblaggio vengono prodotte diverse varianti con differenti tecnologie di propulsione: veicoli con motori a combustione interna, modelli ibridi plug-in e unità completamente elettriche.

Attualmente, la settima generazione della BMW Serie 3 viene prodotta a Monaco, Shenyang (Cina), San Luis Potosí (Messico) e negli stabilimenti regionali di Chennai (India), Rayong (Thailandia) e Araquari (Brasile), oltre che presso siti partner in altri Paesi.

Parallelamente, proseguono i preparativi per l’ottava generazione della fortunata gamma: una versione completamente elettrica della BMW Serie 3 entrerà in produzione nello stabilimento di Monaco dalla seconda metà del 2026 come nuovo modello della NEUE KLASSE, con successiva produzione in Cina e Messico. È inoltre previsto il ritorno della Serie 3 nello stabilimento di Dingolfing.

Le sette generazioni della BMW Serie 3 nella rete produttiva globale del BMW Group (gli stabilimenti principali)

Per ulteriori informazioni:

Marco Di Gregorio                                                             

Product, Technology and Innovation Manager

Telefono: +39 0251610088

E-mail: marco.di-gregorio@bmw.it

Media website: https://newsroom.bmwgroup.com/global/en e http://bmw.lulop.com  

Il BMW Group

Con i suoi quattro marchi BMW, MINI, Rolls-Royce e BMW Motorrad, il BMW Group è il costruttore leader mondiale di auto e moto premium e offre anche servizi finanziari premium. Il BMW Group comprende oltre 30 stabilimenti di produzione nel mondo ed ha una rete di vendita globale in più di 140 Paesi.

Nel 2024, il BMW Group ha venduto oltre 2,45 milioni di automobili e più di 210.000 motocicli in tutto il mondo. L'utile al lordo delle imposte nell'esercizio finanziario 2024 è stato di 11,0 miliardi di euro con un fatturato di 142,4 miliardi di Euro. Al 31 dicembre 2024, il BMW Group contava un organico di 159.104 dipendenti.

Il successo economico del BMW Group si fonda da sempre su una visione a lungo termine e su un’azione responsabile. La sostenibilità è un elemento centrale della strategia aziendale del Gruppo e interessa ogni fase del ciclo di vita dei prodotti, dalla catena di approvvigionamento alla produzione, fino al termine della loro vita utile.

BMW Group Italia è presente nel nostro Paese da oltre 50 anni e vanta oggi 4 società che danno lavoro a 850 collaboratori. La filiale italiana è uno dei sei mercati principali a livello mondiale per la vendita di auto e moto del BMW Group.

www.bmwgroup.com  

Facebook: http://www.facebook.com/BMWGroup   

Twitter: http://twitter.com/BMWGroup  

YouTube: http://www.youtube.com/BMWGroupView  

Instagram: https://www.instagram.com/bmwgroup  

LinkedIn: https://www.linkedin.com/company/bmw-group/

Monaco. Prodotta in quattro continenti, la BMW Serie 3 rappresenta da 50 anni uno dei pilastri della rete produttiva del BMW Group a livello mondiale. Dal 1975, anno di avvio della produzione, la BMW Serie 3 è uscita dalle linee di assemblaggio oltre 18 milioni di volte, presso 18 stabilimenti distribuiti in 13 Paesi. I principi cardine della filosofia BMW iFACTORY – come efficienza, flessibilità, digitalizzazione e una produzione efficiente – hanno guidato con coerenza ogni fase della storia produttiva del modello.

Lo stabilimento BMW Group di Monaco: origini e ruolo di pioniere tecnologico

Lo stabilimento principale di Monaco è il cuore della produzione della BMW Serie 3 dal 1975. Fin dagli esordi, il BMW Group ha puntato su un modello produttivo flessibile, reso possibile da tecnologie all’avanguardia come i sistemi di trasporto aereo e le saldatrici liberamente programmabili. Nel 1982, con il debutto della seconda generazione della Serie 3, a Monaco venne introdotto un reparto carrozzeria completamente automatizzato. L’uso di robot industriali permise di raggiungere un tasso di automazione superiore al 90%, e grazie all’integrazione di sistemi di turnazione flessibili e a modelli di orario di lavoro rivisti, la capacità produttiva aumentò in modo significativo. Un processo costante di modernizzazione – dalle tecnologie di verniciatura a polvere fino alla produzione dei motori gestita da sistemi computerizzati – ha permesso all’impianto di mantenersi costantemente all’avanguardia. Oggi lo stabilimento utilizza numerose applicazioni digitali e sistemi di controllo qualità supportati dall’intelligenza artificiale. In questo modo, la BMW Serie 3 si è confermata nel tempo una forza trainante nello sviluppo tecnologico dei processi produttivi del BMW Group.

La BMW Serie 3 come motore di crescita e internazionalizzazione

La BMW Serie 3 ha svolto un ruolo decisivo anche nell’aumento dei volumi produttivi del BMW Group. Nel 1980, la produzione del modello fu estesa dallo stabilimento principale di Monaco a quello di Dingolfing e, in seguito, nel 1986, allo stabilimento di Ratisbona. La BMW Serie 3 diede inoltre un forte impulso al processo di internazionalizzazione della produzione del BMW Group. Negli anni Ottanta furono avviate ulteriori linee produttive in altri siti, tra cui Rosslyn, in Sudafrica (dal 1984), e Spartanburg, negli Stati Uniti (dal 1994). Questi stabilimenti resero possibile rifornire direttamente i rispettivi mercati locali e gettarono le basi per la distribuzione globale del valore aggiunto dell’azienda – oggi una delle caratteristiche distintive della rete produttiva del BMW Group.

La BMW Serie 3: un modello abilitante per i nuovi siti produttivi 

Dall’apertura dello stabilimento di Ratisbona in poi, la BMW Serie 3 ha rappresentato il modello abilitante per tutti i nuovi siti produttivi del BMW Group, con l’unica eccezione dello stabilimento di Debrecen, in Ungheria. Gli impianti di Spartanburg, Lipsia e San Luis Potosí, così come la joint venture BBA in Cina, hanno infatti avviato la loro produzione proprio con la BMW Serie 3. Nel corso dei decenni, numerose varianti del modello – dalle Berline alle Cabrio, fino alle versioni Touring e M – sono state prodotte in quasi tutti gli stabilimenti del BMW Group grazie a un livello di flessibilità produttiva senza precedenti. Sulla stessa linea di assemblaggio vengono prodotte diverse varianti con differenti tecnologie di propulsione: veicoli con motori a combustione interna, modelli ibridi plug-in e unità completamente elettriche.

Attualmente, la settima generazione della BMW Serie 3 viene prodotta a Monaco, Shenyang (Cina), San Luis Potosí (Messico) e negli stabilimenti regionali di Chennai (India), Rayong (Thailandia) e Araquari (Brasile), oltre che presso siti partner in altri Paesi.

Parallelamente, proseguono i preparativi per l’ottava generazione della fortunata gamma: una versione completamente elettrica della BMW Serie 3 entrerà in produzione nello stabilimento di Monaco dalla seconda metà del 2026 come nuovo modello della NEUE KLASSE, con successiva produzione in Cina e Messico. È inoltre previsto il ritorno della Serie 3 nello stabilimento di Dingolfing.

Le sette generazioni della BMW Serie 3 nella rete produttiva globale del BMW Group (gli stabilimenti principali)

Per ulteriori informazioni:

Marco Di Gregorio                                                             

Product, Technology and Innovation Manager

Telefono: +39 0251610088

E-mail: marco.di-gregorio@bmw.it

Media website: https://newsroom.bmwgroup.com/global/en e http://bmw.lulop.com  

Il BMW Group

Con i suoi quattro marchi BMW, MINI, Rolls-Royce e BMW Motorrad, il BMW Group è il costruttore leader mondiale di auto e moto premium e offre anche servizi finanziari premium. Il BMW Group comprende oltre 30 stabilimenti di produzione nel mondo ed ha una rete di vendita globale in più di 140 Paesi.

Nel 2024, il BMW Group ha venduto oltre 2,45 milioni di automobili e più di 210.000 motocicli in tutto il mondo. L'utile al lordo delle imposte nell'esercizio finanziario 2024 è stato di 11,0 miliardi di euro con un fatturato di 142,4 miliardi di Euro. Al 31 dicembre 2024, il BMW Group contava un organico di 159.104 dipendenti.

Il successo economico del BMW Group si fonda da sempre su una visione a lungo termine e su un’azione responsabile. La sostenibilità è un elemento centrale della strategia aziendale del Gruppo e interessa ogni fase del ciclo di vita dei prodotti, dalla catena di approvvigionamento alla produzione, fino al termine della loro vita utile.

BMW Group Italia è presente nel nostro Paese da oltre 50 anni e vanta oggi 4 società che danno lavoro a 850 collaboratori. La filiale italiana è uno dei sei mercati principali a livello mondiale per la vendita di auto e moto del BMW Group.

www.bmwgroup.com  

Facebook: http://www.facebook.com/BMWGroup   

YouTube: http://www.youtube.com/BMWGroupView  

Instagram: https://www.instagram.com/bmwgroup  

LinkedIn: https://www.linkedin.com/company/bmw-group/

X: https://www.x.com/bmwgroup

Milano. Durante la conferenza stampa ospitata presso il Teatro alla Scala di Milano, di cui BMW Italia è socio Fondatore dal 2016, Massimiliano Di Silvestre (Presidente e AD di BMW Italia), Helmut Käs (Head of BMW Group Classic e Presidente del Concorso d'Eleganza Villa d'Este) e Davide Bertilaccio (CEO Villa d’Este Group) hanno incontrato i media per presentare il programma dell’edizione 2024 del Concorso d’Eleganza Villa d’Este. Si tratterà di un evento spettacolare dove andrà in scena “the magic of mobility”.

Dal 24 al 26 maggio 2023 si svolgerà li leggendario Concorso d'Eleganza Villa d'Este, che vedrà in competizione oltre 50 veicoli storici. Oltre all’evento per collezionisti e intenditori di auto classiche a Villa d’Este, ci sarà spazio anche per la partecipazione del grande pubblico grazie al Public Day – Il festival che andrà in scena a villa Erba: “Wheels&Weisswürscht / Amici&Automobili” sabato 25 con il raduno degli auto club e la parata di tutte le 50 vetture in concorso domenica 26. Gli spazi di Villa Erba ospiteranno anche altri momenti di interesse: la presentazione della 20a Art Car BMW che a giugno parteciperà alla 24 Ore di Le Mans, l’esposizione delle Art Car che in passato sono scese in pista sul circuito della Sarthe, una mostra dedicata al designer Marcello Gandini, la celebrazione dei 25 anni della BMW Z8, il raduno degli auto club. I biglietti per l’evento sono disponibili su https://www.ticketone.it/artist/concorso-eleganza/

Alcune delle auto in concorso saranno protagoniste del Prelude tour che le vedrà in viaggio dal lago Maggiore al lago di Como, con arrivo a Cernobbio nel pomeriggio di giovedì 23. Prenderà parte al Prelude Tour Fabrizio Giugiaro a bordo della BMW Nazca V12.

Il BMW Group donerà il ricavato dell’evento “Wheels&Weisswürscht / Amici&Automobili” all’asilo comunale di Cernobbio per manifestare il proprio ringraziamento al territorio che ogni anno accoglie lo svolgimento del concorso.

* * *

In allegato il discorso di Massimiliano Di Silvestre in occasione della conferenza stampa di presentazione dell’edizione 2024 del Concorso d’Eleganza Villa d’Este.

Per ulteriori informazioni:

Marco Di Gregorio                                                             

Corporate Communication Manager

Telefono: +39 0251610088

E-mail: marco.di-gregorio@bmw.it

Media website: https://newsroom.bmwgroup.com/global/en e http://bmw.lulop.com  

Il BMW Group

Con i suoi quattro marchi BMW, MINI, Rolls-Royce e BMW Motorrad, il BMW Group è il costruttore leader mondiale di auto e moto premium e offre anche servizi finanziari e di mobilità premium. Il BMW Group comprende oltre 30 stabilimenti di produzione nel mondo ed ha una rete di vendita globale in più di 140 Paesi.

Nel 2023, il BMW Group ha venduto oltre 2,55 milioni di automobili e più di 209.000 motocicli in tutto il mondo. L'utile al lordo delle imposte nell'esercizio finanziario 2023 è stato di 17,1 miliardi di euro con un fatturato di 155,5 miliardi di Euro. Al 31 dicembre 2023, il BMW Group contava un organico di 154.950 dipendenti.

Il successo del BMW Group si fonda da sempre su una visione a lungo termine e su un’azione responsabile. L'azienda ha impostato la rotta per il futuro tempestivamente e pone costantemente la sostenibilità e la conservazione delle risorse al centro del proprio orientamento strategico, dalla catena di approvvigionamento alla produzione fino alla fase di fine utilizzo di tutti i prodotti.

BMW Group Italia è presente nel nostro Paese da oltre 50 anni e vanta oggi 4 società che danno lavoro a 850 collaboratori. La filiale italiana è uno dei sei mercati principali a livello mondiale per la vendita di auto e moto del BMW Group.

www.bmwgroup.com  

Facebook: http://www.facebook.com/BMWGroup 

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Si pubblicano di seguito le immagini e clip video prodotte in loco durante il Concorso d'Eleganza Villa d'Este.

Per ulteriori informazioni:

Marco Di Gregorio                                                          
Corporate Communication Manager
Telefono: +39 0251610088
E-mail: marco.di-gregorio@bmw.it
Media website: https://newsroom.bmwgroup.com/global/en e http://bmw.lulop.com  

Il BMW Group

Con i suoi quattro marchi BMW, MINI, Rolls-Royce e BMW Motorrad, il BMW Group è il costruttore leader mondiale di auto e moto premium e offre anche servizi finanziari e di mobilità premium. Il BMW Group gestisce 31 stabilimenti di produzione e assemblaggio in 15 Paesi ed ha una rete di vendita globale in oltre 140 Paesi.

Nel 2020, il BMW Group ha venduto oltre 2,3 milioni di automobili e oltre 169.000 motocicli in tutto il mondo. L'utile al lordo delle imposte nell'esercizio finanziario 2020 è stato di 5,222 miliardi di Euro con ricavi per 98,990 miliardi di Euro. Al 31 dicembre 2020, il BMW Group contava un organico di 120.726 dipendenti.

Il successo del BMW Group si fonda da sempre su una visione di lungo periodo e su un’azione responsabile. Per questo l’azienda ha stabilito come parte integrante della propria strategia la sostenibilità ecologica e sociale in tutta la catena di valore, la responsabilità globale del prodotto e un chiaro impegno a preservare le risorse.

BMW Group Italia è presente nel nostro Paese da oltre 50 anni e vanta oggi 4 società che danno lavoro a 1.000 collaboratori. La filiale italiana è uno dei sei mercati principali a livello mondiale per la vendita di auto e moto del BMW Group.

www.bmwgroup.com 
Facebook: http://www.facebook.com/BMWGroup 
Twitter: http://twitter.com/BMWGroup 
YouTube: http://www.youtube.com/BMWGroupView 
Instagram: https://www.instagram.com/bmwgroup 
LinkedIn: https://www.linkedin.com/company/bmw-group/

Si pubblicano di seguito le immagini e clip video prodotte in loco durante il Concorso d'Eleganza Villa d'Este.

La pagina verrà aggiornata nel corso del weekend.

Per ulteriori informazioni:

Marco Di Gregorio                                                          
Corporate Communication Manager
Telefono: +39 0251610088
E-mail: marco.di-gregorio@bmw.it
Media website: https://newsroom.bmwgroup.com/global/en e http://bmw.lulop.com  

Il BMW Group

Con i suoi quattro marchi BMW, MINI, Rolls-Royce e BMW Motorrad, il BMW Group è il costruttore leader mondiale di auto e moto premium e offre anche servizi finanziari e di mobilità premium. Il BMW Group gestisce 31 stabilimenti di produzione e assemblaggio in 15 Paesi ed ha una rete di vendita globale in oltre 140 Paesi.

Nel 2020, il BMW Group ha venduto oltre 2,3 milioni di automobili e oltre 169.000 motocicli in tutto il mondo. L'utile al lordo delle imposte nell'esercizio finanziario 2020 è stato di 5,222 miliardi di Euro con ricavi per 98,990 miliardi di Euro. Al 31 dicembre 2020, il BMW Group contava un organico di 120.726 dipendenti.

Il successo del BMW Group si fonda da sempre su una visione di lungo periodo e su un’azione responsabile. Per questo l’azienda ha stabilito come parte integrante della propria strategia la sostenibilità ecologica e sociale in tutta la catena di valore, la responsabilità globale del prodotto e un chiaro impegno a preservare le risorse.

BMW Group Italia è presente nel nostro Paese da oltre 50 anni e vanta oggi 4 società che danno lavoro a 1.000 collaboratori. La filiale italiana è uno dei sei mercati principali a livello mondiale per la vendita di auto e moto del BMW Group.

www.bmwgroup.com 
Facebook: http://www.facebook.com/BMWGroup 
Twitter: http://twitter.com/BMWGroup 
YouTube: http://www.youtube.com/BMWGroupView 
Instagram: https://www.instagram.com/bmwgroup 
LinkedIn: https://www.linkedin.com/company/bmw-group/

1. More than an automobile.
The MINI Model Family Over the Years. 2

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

4. MINI All the Way – Always Different.
Customised to Your Personal Taste. 17

5. Traditional Values and Modern Diversity.
Concept and Technology. 21

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

8. Made in England – Then and Now.
MINI Production between Past and Future. 39

9. Individualists Unite!
MINI fans are networked worldwide. 42

10. The Car for All Classes, with the Qualities of a Star.
MINI as a Member of Society. 45

11. Small Car, Great Show.
MINI Marketing. 48

12. Inspiring Character.
MINI Lifestyle and Special Editions. 51

13. A Question of Style.
The MINI Lifestyle Collection. 54

1.   More than an automobile.
The MINI model family over years.

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.

Longer, stronger, more sophisticated, more versatile: the first variants of the classic Mini.

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.

Versatility at its best: from the Mini Moke to the Mini Clubman.

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.

Never-ending classic Mini and the comeback of the Mini Cooper.

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.

A new start in 2001 – starring the MINI Cooper right from the beginning.

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.

Ongoing success the world over – from 2004 also in the MINI Convertible.

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.

Modern versatility: the MINI Clubman and the new MINI Convertible.

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.

Advance into the premium compact segment.

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 latest model generation: MINI reinvents itself anew.

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.

2.   With traditional sporting spirit and british flair.
The MINI 60 years edition.

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 CO₂ emissions: 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).

3.   Motor sport meets Lifestyle.
MINI and the success story of motor sport.

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.

Racing pioneer John Cooper teaches Mini how to win.

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.

1964–1967: the golden years in the Monte Carlo Rally.

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.

Legendary racing careers started at the wheel of a Mini.

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.

The world’s toughest rally: MINI with four back-to-back victories in the Dakar Rally.

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 – the epitome for extreme driving pleasure in the MINI.

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.

4.     MINI all the way – always different.
      Customize to your personal taste.

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.

From something special to a one-off masterpiece: customisation straight from the factory.

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.

Further body versions joined the family a bit later, ranging from the Van to the Pick-Up.

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.

Paintwork, roof trim, interior materials: typical MINI style with maximum diversity.

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.

Individualisation at the highest level: MINI Yours.

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.

MINI Yours Customised: From original to personalised custom special.

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. 

5.  Traditional values and modern diversity.
Concept and technology.

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.

The classic Mini: an ingenious concept for efficient use of space, outstanding safety on the road, and supreme economy.

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.

The birth of that go-kart experience.

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.

Extra comfort: Hydrolastic suspension and automatic transmission.

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.

Small engine, significant potential for further development.

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.

Making a new start with traditional values.

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.

The quantum leap into a new era of technology.

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 new edition of the MINI: From the original to the original.

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.

The latest generation: Even more driving fun, efficiency and premium quality.

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.

Electromobility in the MINI style: The new MINI Cooper SE.

 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.

6.   From the Original to the Original.
The MINI Design.

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.

A clear vision and the right concept: the foundation for the classic Mini.

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.

Creating the MINI: brand-new, but with unmistakable roots.

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.

Design features and design icons.

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.

New opportunities: the MINI Concept.

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 MINI family grows: introduction of the MINI Clubman.

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.

MINI Convertible: consistently open, MINI all the way.

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.

Typically MINI – also in the premium compact segment.

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.

Dawn of a new era: The MINI Cooper SE.

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.

7.  The Revolutionary with the Drawing Pad.
Sir Alec Issigonis, the father of the classic mini.

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.

After just seven months: test drive in the prototype Mini.
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.”

Alec Issigonis: straight from a family thrilled by technology.

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.

Career and knighthood: honoured for his lifetime achievement.

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.

8.   Made in England – then and now.
MINI Production between past And future.

The first Mini was an Austin Seven coming off the production line in Austin’s Longbridge Plant in Birmingham on 4 April 1959. The team of twins was subsequently completed five weeks later, the first Morris Mini-Minor leaving the Morris Plant in Oxford on 8 May. The two models were presented to the public together for the first time on 26 August 1959. Despite their different origin, the Austin Seven and the Morris Mini-Minor were virtually identical, the only distinctions on the outside being their radiator grilles, the wheel caps and body colours: The Austin Seven was available in Tartan Red, Speedwell Blue, and Farina Grey, the Morris Mini-Minor came in Cherry Red, Clipper Blue, and Old English White.

Production at the two plants continued for ten years with the model built in Longbridge bearing the name Austin Mini as of 1962. Plant Oxford, which had been building cars since 1913, built exactly 602, 817 units during this period, all of them the basic version of the four-seater. All other model variants ranging from the Mini Van through the Mini Pick-Up all the way to the Morris Mini-Traveller and Austin Seven Countryman were built in Longbridge. In 1969 all production activities were concentrated at the Longbridge Plant, with the model range being streamlined and Mini becoming the brand name for this revolutionary compact car. So the days of the twin brothers (or sisters?) were over once and for all.

A million cars in six years: the MINI repeats the rapid start of the classic Mini.

With the brand being re-positioned in 2001 under the guidance of the
BMW Group and production of the modern MINI starting as planned, it was only obvious that MINI had to move back to Oxford, the plant so rich in tradition thus once again becoming the starting point for a genuine revolution in the small car market. And like the classic Mini, the MINI made a remarkable start into the market exceeding all expectations: within just six years, Plant Oxford built no less than a million units of the MINI. This was indeed just as long as the classic Mini had taken to exceed the one-million mark, but back then production was still at two plants.

After 41 years and a production volume of more than 5.3 million units, the last classic Mini left Plant Longbridge on 4 October 2000. Since the decision to build the modern MINI in Oxford had already been taken half a year before, only nine months remained from then on to the start of MINI pre-production and just 13 months to the start of actual series production. Clearly, therefore, the roughly 2,500 employees in Oxford at the time and their colleagues from BMW Plant Regensburg supporting the modernisation process faced a great challenge and a truly tight timetable in making this new start into the market.

MINI production in Oxford according to the strict quality standards of the BMW Group.

The BMW Group had already invested some £ 280 million in the Rover Plant in Oxford back in 1996/1997, thoroughly modernising the Bodyshop and Final Assembly. Another project also completed back then was a state-of-the-art Paintshop, at the time the second-largest construction project in Great Britain following the Millennium Dome. And now this was followed by further investments amounting to some £ 230 million serving to modernise and re-structure the plant.

All this made Oxford one of the most modern car production plants in the world, boasting cutting-edge technology specifically for the production of the MINI. No less than 229 production robots were installed at the time to build the body-in-white, with a laser measuring system serving to check the body of the MINI down to a precision of no less than 0.05 millimetres. The Paintshop was likewise custom-built for the requirements of MINI production, not only allowing very precise and environmentally friendly application of the paint, but also providing the contrasting paint finish on the roof so typical of the MINI Cooper.

Oxford also became the first European car production plant to make exclusive use of electrical tools in final assembly, while the KISS (Core Production Integrating Management System) serves to fully automate communication in the production process by using the most advanced information technology. In this process the complete production of each individual model is electronically documented from the body-in-white all the way to final assembly, again ensuring that every MINI complies with the supreme quality standards of the BMW Group.

Team work for premium quality: The MINI Production Triangle.
When production of the new edition of the MINI was launched in autumn of 2006, the production facilities in Oxford (Bodyshop, Paintshop and Assembly), Swindon (Pressings) and Hams Hall (Engine Production) were integrated in the MINI Production Triangle for the first time. Body panels have been produced in Swindon, some 70 kilometres west of Oxford, since 1954. Today, pre-assembled body components such as lids and doors for the MINI Bodyshop are manufactured at Plant Oxford. Since 2001, the plant at Hams Hall near Birmingham has been the BMW Group’s Competence Centre for the production of four-cylinder petrol engines with a capacity of up to 2.0 litres. The plant delivers petrol engines directly to Oxford – just in time and just in sequence, that is at exactly the right time and in the right sequence for final assembly.

After 60 years: Ten million MINIs produced.

Capacity that started in 2001 as 300 vehicles manufactured each day has now increased to production output of around 1 000 units per day. Every 67 seconds, a workforce of 4 500 employees manufactures a MINI – each one of them is an ambassador for its idea, its country and its zest for life. In 2019, 60 years of the brand’s existence was celebrated in Oxford alongside a landmark production anniversary. The ten millionth vehicle of the brand rolled off the assembly line at the traditional site with an illustrious heritage: a MINI 3 Door from the 60 Years Edition.

Since 2000, the BMW Group has invested more than two billion pounds sterling in its production facilities in the United Kingdom. Recently, final assembly was expanded at the MINI Plant Oxford and a new paintshop was built. The latest investments have been channelled into the MINI Cooper SE. From November 2019, the first all-electric powered model manufactured by the brand will be produced at the MINI Plant Oxford.

Global growth strategy: Expansion of production capacities.

The models MINI 3 Door, MINI 5 Door and MINI Clubman are currently being produced at the MINI Plant Oxford. In order to take account of the continuous increase in demand, the BMW Group reached a decision in 2014 on contracted-out production of MINI models at the contract producer VDL Nedcar based in Born, Netherlands. MINI is therefore the only automaker to have series vehicles produced under contract manufacture in the Netherlands. The BMW Group benefits from the logistically advantageous location of the VDL Nedcar plant in the Born and its proximity to the British production triangle with locations in Oxford, Swindon and Hams Hall. The MINI Convertible and MINI Countryman models currently roll off the assembly line in Born.

In addition, the BMW Group and Chinese automobile manufacturer Great Wall concluded a joint-venture agreement in 2018. This covers a number of areas including the production of all-electric powered MINI vehicles for the Chinese market. A joint manufacturing facility is also scheduled for construction in the Chinese province of Jiangsu.

9.   Individualists united!
MINI fans are networked worldwide.

An active and truly versatile fan community all around the classic Mini was already established in the United Kingdom Great Britain, the home country of the classic Mini, way back in the 1960s. Right from the start, fans expressed their common interest in the car and the brand by exchanging knowledge and experience all about the Mini and its technical features. Due to the charming character of this small compact car, owners of a classic Mini strongly identified right from the start with both their car and the brand, sharing this enthusiasm in joint drive-aways and regular Mini meetings, with clubs originally organised on a local basis spreading wider and wider to bring together large regions.

A dynamic club scene also developed quite early on in Germany, gaining additional momentum through the re-launch of the brand and the introduction of the MINI. In the meantime, thousands of members are organised throughout Germany in more than 100 classic Mini communities and more than 50 MINI Clubs. Through their wide range of activities, these enthusiasts act as authentic ambassadors of the brand and competent partners for new fans of both the classic Mini and the MINI. Furthermore, MINI enthusiasts joined together to share activities in lots of other countries. The international MINI Community is a phenomenon without parallel in the world of the automobile. MINI owners are individualists and this is reflected in the styling and equipment of their vehicles geared to personal style. At the same time, they have much in common and this is expressed in exceptionally communicative engagement with each other and in enthusiasm for technology, motor sport, lifestyle and design.

MINI enthusiasts come together – online and in the street.

The Community became increasingly international with the general spread of modern means of communication. Upon the introduction of the MINI into the market in 2001, the brand was positioned with the same standard philosophy and spirit for the first time worldwide in all relevant markets. Above all, use of the internet had enhanced the options to interact across national borders and continents. Members of national MINI online communities foster contact with similar clubs throughout the world on the World Wide Web.

As in the past, real-life meetings which, thanks to the use of many communication channels and the support of MINI have taken on impressive dimensions, are naturally still among the highlights of all activities. In 2005, for example, MINI Germany, together with the national classic Mini and MINI Clubs, organised the first national meeting in Germany for fans of the brand. Back then more than 2,500 participants travelled to the National Meeting, heading for the Loreley Plateau on the River Rhine, where they enjoyed a highly entertaining programme with MINI Driver Training, a Design Workshop, meetings with Mike Cooper and rally legend Rauno Aaltonen, as well as the presentation of new versions of the MINI. A second meeting at the Hildesheim Aerodrome in 2008 proved even more successful, at least in terms of participation, with twice as many MINI enthusiasts from all over Germany attending the event.

The national and international activities in the British club scene are even more spectacular. In 1999, for example, more than 50,000 visitors attended the International Meeting in Goodwood celebrating the 40th birthday of the brand. In 2007 269 cars driving through Blackpool formed the longest MINI convoy the world has ever seen. Indeed, this unique parade was promptly entered in the Guinness Book of Records, breaking the former record set up by the MINI Club in Vancouver, Canada, when 195 cars had formed a similar convoy. The brand’s 50th birthday was celebrated at the MINI United Festival on the Formula 1 race track at Silverstone in Britain in 2009. Tens of thousands of fans enjoyed a varied mix somewhere between a lifestyle party and music festival, show programme and motor-sport action.

International Mini Meeting: Meeting point for fans of the British original for more than 40 years.

As a supplement to the market-specific activities in a large number of countries, the International Mini Meeting (IMM) has been held for the past 41 years. The IMM was launched on an initiative by German fans of the classic Mini. It was held for the first time in 1978 and since then it has developed into the world’s biggest annual event for the owners and friends of the classic Mini. Meanwhile, Mini Clubs in various European countries have taken on the role of host. At intervals of five years, the British homeland of the classic Mini and the MINI is the showplace for the IMM.

The focus of attention is always enthusiasm for the classic Mini and its exceptional history since 1959. The event is one of the highlights in the calendar of the international Mini Club scene. The participants undertake journeys over hundreds or even thousands of kilometres in order to present their lovingly maintained classic Mini or individually styled MINI to other enthusiasts, and to enjoy the togetherness experience of an exceptionally active community.

Happy invasion: MINI Takes The States.

Since 2006, MINI has been conquering the USA every two years. The rally MINI Takes The States is a happy invasion by thousands of MINI fans with their vehicles. They take part in a fun-loving and exciting tour over some 4 000 kilometres across the United States with lots of stops at famous sights and in major cities where MINI drivers present their vehicles, meet up at informal get-togethers and the massive convoy of varied classic Minis and MINIs continues to grow. The journey takes drivers along carefully selected routes and through some beautiful scenic countryside.

Apart from pure driving fun and the community event, the rally is also all about social engagement. A substantial portion of the starting fee is transferred to the aid organisation Feeding America, which provides meals free of charge for needy Americans. At the MINI Takes The States rally, which travelled from Portland in the far North West and Orlando in the South East to the meeting point at
Keystone / Colorado in the Rocky Mountains during the summer of 2018, donations for around 1.1 million meals were collected. The next MINI Takes The States Event will be held in 2020.

10. The car for all classes with
the qualities of a star.
MINI as a member of society.

Alec Issigonis saw the Mini from the start as a car for everybody – for all kinds of drivers and all social classes. He therefore sought, through the car he had created, to solve the everyday problems of individual mobility. With this in mind, the compact and economical Mini was exactly the right answer for increasingly dense traffic in the inner city and for the concerns at the time about the reduction of oil supplies following the Suez Crisis.

But soon it became clear that the Mini was much, much more. Its concept alone was so convincing that the car was seen and acknowledged as a trendsetter. Its sporting qualities made the Mini a genuine winner, its charming design made it incredibly popular throughout the population. So suddenly the Mini had become
a genuine cult, its innovative and non-conformist character perfectly reflecting the spirit of the 1960s, at a time when progressive concepts, the thrill of adventure, and even a certain lack of respect versus conventional values dominated the world. This was a car quite different from others but nevertheless offering more and providing even more fun – exactly the right car at the right time. Very quickly, therefore, fashion creators, musicians and other artists were captivated by the unique style of the Mini, stars discovering the qualities of the car and the world recognising the qualities of the Mini as a star itself.

Launched in 2001, the new MINI, a truly unique car just as popular and charming right from the beginning, quickly established a large, and, in particular, widespread fan community. All over the world, numerous celebrities now enjoy the agile driving pleasure offered by this modern and nimble performer. No surprise, therefore, that the MINI has already starred as the “leading car” in many Hollywood films. And it is also no surprise that the MINI is to be found in the private fleets of many famous actors, musicians, fashion designers and other stars in show business, society and sport.

Supported by the Queen herself.

The classic Mini quickly gained the reputation of a car for everybody on all levels of society. While Issigonis still regarded practical and economically-minded families seeking sensible mobility at low cost as his target group, he was also aiming at all levels of society as potential drivers of the Mini. Lord Snowdon, a good friend of Alec Issigonis, deserves the honour to have introduced the classic Mini into the society in London. One of the first owners of this small classic and completely thrilled by the car’s compact dimensions and excellent handling, Lord Snowdon soon became a common sight driving speedily through the British capital. As the husband of Princess Margaret, he obviously used his muscle, making sure that in 1960 Issigonis had the opportunity to present his small car to nobody else but his sister-in-law, Queen Elizabeth herself. So when the Queen took her seat next to Issigonis in the Mini, enjoying a lap through the big park of Windsor Castle, the classic Mini had really made a Royal breakthrough.

In the years to come the classic Mini became a genuine scene car particularly in Great Britain, gaining growing popularity throughout all levels of society, in all age groups, and with all nationalities. Time and again, prominent artists gave further momentum to the great reputation of this small performer. Fashion designers Paul Smith and Mary Quant discovered their love for the Mini, stars in the pop and rock scene such as The Beatles, Eric Clapton and David Bowie expressed a clear pledge to this small athlete from Britain.

Trends destined to soon influence not only the fashion, art or music scene worldwide, but also the world of politics and society, came out in full power from Swinging London in the 1960s. Paul Smith, who, among other achievements, became Britain’s most famous designer of men’s fashion by combining classic designs with modern, in many cases very bright and almost screaming colours, even created a limited Special Edition of the Mini in the 1990s. A unique, one-off Mini boasting paintwork created by Smith in his typical multi-colour stripe livery became at least as popular as this special series, even though it was built only once.

Mary Quant, the style icon of British women’s fashion and the inventor of the mini-skirt, was also inspired by the classic Mini. Shortly after she received her driver’s licence, she ordered a black Mini and later created her own Special Edition characterised by features such as the seat upholstery in black-and-white stripes. And she was just as thrilled by the new MINI: “A really fashionable, happy and smiling car”.

“Keep on Running!” – the Mini and rock’n’roll.

The British music scene in the 1960s had the same broad impact as the British world of fashion, musicians from Britain presenting that unique and unmistakable British style in truly revolutionary songs. And with the Mini offering very similar style and character, the stars were obviously thrilled by the new car. So bands like The Beatles, The Who or The Spencer Davis Group as ambassadors of a new British culture gaining growing popularity the world over also helped to promote the Mini and its unique image.

The legends and stories all about the Mini and its role as a means of transport for the stars remain fascinating to this very day. In 1964, for example, John Lennon ordered a Mini although at the time he did not even have a driver’s licence. His colleague George Harrison lent his Mini to Eric Clapton in 1967 and only got it back three years later. And the story about Spencer Davis is that he wrote the biggest hit his band ever had while driving through the night in the rainy Scottish Highlands on an almost empty tank. That was when, looking at the fuel gauge, only one thought went through his mind: “Keep on Running!”

In 1966, the Beach Boys from California in the US took their surfer sound on an international tour and posed in front of a Mini Moke in the United Kingdom. The picture of the Californian musicians and the beach buggy emblazoned with the name of the band went all over the world. At around the same time, American band The Monkees reached the peak of its popularity. A photo from this era shows guitarist and singer Michael Nesmith together with his wife Phyllis looking out through the folding roof of a Mini into the camera directed towards the couple from above.

Roll the film: the classic Mini takes care of the “Italian Job” and is later followed by the MINI.

Nobody knows how often the classic Mini served in films and television as a means of transport or as the star in the background. It is to be admired, at any rate, in the 1966 cult classic “Blow Up” and of course in countless TV and cinema appearances by comedian Rowan Atkinson better known as Mr Bean. A Mini Moke even starred in the James Bond thriller “Live and Let Die”. In 1973, Roger Moore embarked on a wild car chase in the beach buggy during his first appearance as agent 007. The classic Mini is also one of the very few British small cars ever to play a leading role in the cinema, for example in the 1969 classic “The Italian Job” starring Michael Caine. The whole film virtually revolves around only one subject, a wild pursuit through Torino with three Mini Coopers. No surprise, therefore, that immediately after the film had premiered Rover launched a special series of classic Minis finished like the film stars themselves and proudly bearing the title of the film. “The Italian Job” came back to the silver screen no less than 34 years later, this time starring Charlize Theron and Mark Wahlberg in the new version from Hollywood, presenting the story of a spectacular gold robbery in even more powerful and dramatic style. When “casting” the four-wheeled stars in the film the producer’s and director’s choice – obviously! – was to go for the new MINI Cooper S now able to present its agility and sporting performance not only on the streets of Los Angeles, but even below the streets of the city.

A year earlier the MINI Cooper had already shown its qualities as the ideal car for wild pursuits in the agents’ comedy “Goldmember”. In choosing the stars for his production, script writer and leading actor Mike Myers had picked not only an unusual line-up of Hollywood stars – ranging from Steven Spielberg to Tom Cruise, Michael Caine, Robert Wagner, Gwyneth Paltrow, Kevin Spacey, John Travolta and all the way to Beyoncé Knowles and Ozzy Osborne – but also six MINI Coopers in Union Jack livery. In the meantime, the MINI Convertible has also made its way to Hollywood, winning over the hearts of movie-goers once and for all in the year 2007. This was in the comedy “The Heartbreak Kid”, in which Malin Akerman and Ben Stiller went on their honeymoon journey in a MINI Convertible. Obviously, on the way this open four-seater became the scene for all kinds of wonderful debates and amusing stories involving the newly-wed on their trip together. A Hollywood career is also being pursued by the latest MINI generation. Four MINI Cooper S 3 Door models appeared in the science fiction comedy “PIXELS” driven by the main protagonists Adam Sandler, Peter Dinklage, Denis Akiyama and Josh Gad, with the aim of protecting the world against invaders from outer space in the form of video-game characters.

11. Small car, great show.
MINI Marketing.

The MINI always hits the headlines wherever it appears – even before a new model is introduced into the market. Innovative marketing campaigns always good for a surprise and generating great appeal present both the MINI brand and the individual models with their full impact.

MINI marketing uses an exceptionally wide range of communication channels to establish close contacts with potential target groups. Supplementing classic activities in print media, on the radio and television, MINI’s marketing experts developed innovative online activities right from the start tailored precisely to the modern, trend-minded and technology-oriented user of the world wide web and taking the options of interactive communication with the public into account. This approach empowers MINI to continuously generate new momentum in automobile construction and in the world of marketing.

The classic Mini – the “Most Exciting Car in the World”.

Innovative, self-confident, charming: right from the start the classic Mini clearly presented its exceptional character not only on the road, but also in a close dialogue with the public. From the early years classic marketing concepts were used consistently to present the special features of this revolutionary small car in truly convincing style. With a twinkle in the eye, even the very first sales brochures emphasised that the whole world had been waiting for the “Incredible Austin Seven”, the letter “v” in “Seven” being replaced by the number “7”. And the Austin’s sister model, the Morris Mini-Minor, was presented just as proudly as the “Most Exciting Car in the World”.

The Mini marketing experts also kept a close eye on the worldwide success of television, carefully using this new media also for the Mini. Special TV commercials were therefore produced for various purposes in the market, in all cases emphasising selected facets of the Mini’s character and naturally considering the cultural context of the local public. Whether as the perfect solution for congested traffic in downtown Paris or as the ideal means of transport to the beach in Australia – the Mini was always presented as the right car at the right place. Even in a cartoon it proudly presented its superiority, full of humour and again with that famous tongue-in-cheek style.

Making a new start with innovative ideas.

The re-launch of the brand in 2001 also marked a new beginning in marketing carefully prepared in parallel to the development of the car as such. The main challenge was to establish MINI as the first premium brand in the small car segment, with MINI to be positioned worldwide as a unique and fully independent brand in its own right – a brand revolving around the concept of enthusiasm and thrilling lifestyle.

These principles of brand management remain unchanged to this day, with the MINI characterised by its outstanding product substance and progressive technology, emotional design and agile driving behaviour as well as almost unlimited options in customising the car. A further significant point is finding the right balance of continuity of a brand now going back 60 years and its innovative capacities. Introducing the MINI, customers the world over for the first time had the opportunity to experience premium qualities in a small car. These outstanding qualities and features are indeed to be found in every model made by the brand, at the same time distinguishing MINI clearly from the competition. The same applies to the brand’s appearance in public, where all marketing tools follow a unique, consistently recognisable style. Graphic elements, colours, the language of pictures and the MINI concept conveyed in words and pictures are clearly defined. MINI is refreshingly different. Through its openness and self-confidence, the brand gains great acceptance, through its appearance it arouses curiosity
and appeal.

To arouse the attention of the target group in mind right from the start prior to the market launch of the MINI, the responsible marketing experts have been taking a new approach in communication from the beginning. The magazine “MINI international”, for example, regularly portrays selected cities around the globe, focusing on their particularly creative inhabitants. Apart from classic communication, other innovative forms of communication such as “guerrilla marketing” have always been implemented right from the start. In 2000, MINI
was the first car brand to use the internet not only as an information source, but also as a positioning medium.

Always good for a surprise: Creative campaigns with powerful impact.

In 2013, the brand continued the tradition of unconventional and humorous promotions in a broad range of communication channels with the campaign to promote the market launch of the new MINI. The launch campaign kicks off centred around elaborately produced TV commercials. Tongue-in-cheek stories showcase the unique driving fun offered by the brand as well as the powerful emotional bond established between drivers and their MINI. A familiar co-star with the fans of the brand will appear alongside the brand new MINI: the English Bulldog Spike. Individual lifestyle, enthusiasm for driving fun, innovative technology and a sense of quirkiness are highlighted in the TV commercial, which is shot with various endings. On his first trip in the new MINI, bulldog Spike gets to know and appreciate all the main strengths of the newest member of the British small car family.

The MINI Design Team also created a sensation with some exceptional happenings at Milan’s Salone del Mobile in 2013. Das MINI Design Team staged the MINI Paceman as a dynamic sculpture. The MINI KAPOOOW! installation was conceived in two parts in which the MINI Paceman broke through spatial boundaries and experienced a transformation of materials and forms. Athletic agility empowered the MINI Paceman to make the leap into a universe where colours and materials undergo transformation and open up unimaginable experiential spaces. The first phase showed the rear end of the MINI Paceman as a highly dynamic sculpture. It was presented as a chrome-plated authentic vehicle and then began to undergo metamorphosis. The individual parts of the vehicle appeared to fly apart. In the second phase, the MINI Paceman broke through a boundary in the middle of the space. In this new dimension, the vehicle changed its original form and the front end became an idea made of paper. The material of paper was presented as a metaphor for “prototyping” in the creative process.

Powered by a sustainable drivetrain through North, Central and South America: With the MINI Cooper S E Countryman ALL4 on the Panamericana.

The Panamericana is one of the last big automobile adventures. In 2018, three models of the MINI Cooper S E Countryman ALL4$ with plug-in hybrid drives took on an intercontinental road trip along the world’s longest north-south road route in order to prove just how tough sustainability can be. The journey along the historic dream route – 17 000 kilometres from Dallas in the US State of Texas to Tierra del Fuego, Argentina – took them through different climate zones, across dense jungle and over challenging high-altitude mountain passes. Along with well-built highways, the three plug-in-hybrid models also had to contend with parts of the route network comprising dirt tracks and narrow mountain passes.

In 2018, the spectacular feat showcased MINI and the qualities of the electric power unit in those countries where awareness of sustainable mobility is only coming slowly to the fore. At the same time, these countries are being particularly affected by the consequences of climate change.

12. Inspiring Character.
MINI lifestyle and special editions.

Creating something very special on the basis of a car already very special – this is the hallmark of the special editions, limited editions and one-off showpieces built time and again in the last sixty years first on the basis of the classic Mini and then on the basis of the new MINI. This is not surprising, considering that this unique small car has fascinated and inspired artists in all disciplines time and again, fashion designers and painters as well as actors and musicians showing their creativity in designing and creating very special versions of the brand.

No other car has become the object of art and fashion as often and in the same diversity as the classic Mini and the MINI. Indeed, specialists discovered the potential of the classic Mini very early on, adorning the car both outside and inside with exclusive special features tailored to individual customer requests.
On behalf of affluent and prominent customers, they therefore created spectacular special models enhancing the cult status of the Mini to an even higher level.

Mini in noble style: the Wickerwork Look.

British actor Peter Sellers was one of the first celebrities thrilled by the Mini and seeking to live out their sense for exclusive style. So giving the originally rather spartan small car particular sophisticated features within the interior and finishing the body in wickerwork design, Sellers promptly started a new trend. Indeed, this design later thrilled Rainier of Monaco to such an extent that he also had a classic Mini built in wickerwork trim as his own very special toy.

Other special versions of the classic Mini likewise remained unique, one-off models being built for many years to the individual taste of their future owners. In fact, it was only in the 1970s that Mini had the idea to offer Special Editions straight from the factory in response to frequent requests for a truly exclusive model. The first car of this kind, the Mini Limited Edition 1000, immediately proved a success in 1976. On its 25th birthday in 1984, the Mini for the first time appeared as an Anniversary Model, with further Anniversary Models then following every five years until production of the classic Mini finally ceased in
the year 2000.

Silver and gold on the car’s 40th birthday.

In the last few years of its production life, the classic Mini again attracted great attention on the part of creative artists. In 1997, for example, British fashion designer Paul Smith created a one-off model boasting unmistakable stripe livery.

A year later Smith designed a Special Edition Mini standing out both through its brilliant blue paintwork and straightforward elegance within the interior.

Celebrating its 40th birthday, the Mini became the subject of passion among an illustrious group of artists, each giving this forever-young small performer their very own, truly unique design look. Super-model Kate Moss, for example, who had already been driving a classic Mini in London for a long time, opted for a cobweb motif, while pop icon Davie Bowie had a Mini manufactured all in chrome and
with reflecting glass surfaces. On the road, however, Bowie decided to stick to his regular production model he had bought only recently: “When it comes to parking the Mini is like a sandwich when you feel hungry – it is a perfectly designed classic”. Actor Michael Caine, to quote another example, gave his black Mini a
gold bar look alluding to the successful film “The Italian Job” in which Caine was involved in three Mini Coopers used to transport gold in one of the most spectacular pursuits in the history of the cinema.

A hit right from the start: the new MINI inspires pop musicians.

After the re-launch of the brand, the MINI again attracted the attention of fashion designers and many other artists almost over night. Celebrating the market launch of the MINI, the musicians of Jamiroquai created a one-off showpiece of the new MINI, Jay Kay, the group’s singer and a thrilled fan of stylish cars, adorning the MINI, among other features, with the group’s logo on its doors and bonnet as well as the name “Jamiromini”.

In one of her music videos, Madonna had a MINI Cooper converted for offroad use, the car giving up its doors but instead receiving offroad tyres and camouflage paintwork. Highlighting the start of sales of the first-generation MINI Convertible in 2004, designers at Bisazza, the Italian lifestyle label, had the idea to present this open four-seater in a dress made of tiny mosaic stones. Indeed, no less than three MINI Cooper S Convertibles as well as two fixed-roof models received this magnificent look in individual style and colours, with more than 30,000 glass stones used on each car.

MINI, fashion, and charity: showing social commitment at the Life Ball.

Joining forces with renowned artists, MINI has been committed for twelve years to the largest charity event in Europe, the Life Ball held annually in Vienna and generating revenues for national and international aids care projects. The event thus serves to support projects committed to enlightenment, medical research, and the treatment of HIV patients. Contributing to these projects, every year MINI has presented a special one-off model from the current portfolio finished in unique style by fashion designers.

The succession of Life Ball cars started just a few months after the official market launch of the new MINI with a car covered entirely by red fabric. A year later a MINI One proudly bearing the autographs of numerous celebrities made its appearance at the Life Ball. Since 2003, major fashion designers have given the MINI their special touch. The first of these designers was Angelo Missoni adorning a MINI Cooper with countless flower motifs. In 2004 Gianfranco Ferré gave a red MINI Convertible a truly impressive crocodile look, with a MINI Cooper Convertible in Donatella Versace’s exclusive blossom look following in 2005, its interior also highlighting that typical Versace style, with gold-coloured seams on the black leather seats and Swarovski crystals on the gearshift lever.

In 2006 another MINI Cooper Convertible made its appearance on stage at the Life Ball Gala in Vienna, this time in the trendy jeans look of the Diesel fashion label. And the 2008 Life Ball MINI, finally, proudly came in the provocative pin-up look of lingerie label Agent Provocateur. In 2013, Roberto and Eva Cavalli unveiled the Life Ball MINI 2013 refined by fashion designer Cavalli. Since 2002 the cars provided by MINI have been auctioned after the Life Ball Gala, with proceeds going to aids projects.

Architectural solutions for urban worlds of living: MINI defines life in the city.

“Creative Use of Space” lies at the core of the MINI brand. As early as 1959, the classic Mini offered an ingenious solution for one of the most pressing problems of that era – urban mobility at an affordable price. The solution was a vehicle that made the most of its potential and provided maximum driving fun on a minimal traffic footprint. The classic Mini demonstrated that even a small car can be exceptionally exciting and it went on to influence urban mobility for generations to come. Today, one of the biggest challenges in major cities is finding attractive and affordable living space. Once again, the solution here is: “Creative Use of Space”. Since 2016, the brand has used its initiative MINI LIVING to demonstrate how this principle can be transferred to urban living space. MINI LIVING adopts
a creative approach to the challenge in large cities – and presents architectural solutions for urban living worlds of the future.

MINI has joined forces with Chinese property developer NOVA Property Investment Co. to create the world’s first MINI LIVING building in Shanghai. The project is based on an innovative co-living concept. MINI is creating a vibrant urban neighbourhood out of a group of six buildings right at the centre of the city. This was previously a disused industrial complex in an upcoming part of the city’s famous Jing’An district. An urban hotspot is rising out of a former paint factory with lots of space for working, networking and living. The project is developing apartments of different sizes for singles, flat shares or families to rent on a short, medium or long-term basis. Anything that does not fit into the apartments themselves, whether this relates to activities or facilities, can take place or be accommodated in the community spaces. Generous lobbies, exhibition areas and a food court are an invitation to linger and spend time relaxing. The package is completed by gardens, play areas, shops and restaurants that will also be accessible to the general public. The idea of MINI LIVING is that sharers will get more out of life – to the advantage of the residents and the entire city. Digital booking of services complements the package. For example, the residents can make restaurant reservations, order food, or call up room cleaning and service, and book vehicles for shared use. MINI LIVING is demonstrating an intelligent approach to space and is also developing new opportunities for individual and at the same time communal life in the city.

13. A Question of Style.
THE MINI Lifestyle collection.

Driving fun in the MINI is fascinating. But the unique feeling so typical of the MINI goes much, much further. And to express his or her passion for unmistakable style also off the road, the genuine enthusiast will find lots of options in the MINI Lifestyle Collection. This unique Collection comprises fashion, jewellery, accessories and lots of lifestyle products which make it easier not only for the MINI driver to clearly express his or her individual style. Technology, innovation, fun and quality are the primary features offered by the MINI Lifestyle Collection. And like the MINI model range, the MINI Lifestyle Collection is constantly growing and becoming increasingly versatile. New models and new lifestyle products, therefore, enable the connoisseur to enjoy the typical feeling of MINI in a growing number of situations.

On its route in becoming an international best seller in all classes and on all levels of society, the classic Mini in its day already inspired the world of fashion time and again. Renowned designers created individual, one-off models with exceptional body paintwork and interior features. In the 1970s the Mini finally proceeded from the garage to the houses of its fans everywhere – as a miniature model for the children’s room or as a collector’s item for the display cabinet.

Introducing the MINI, the Company also decided to start the unique MINI Lifestyle Collection. And from the beginning, this exclusive line-up of outstanding products was characterised by stylish, cosmopolitan and highly appealing as well as truly surprising details. The MINI Lifestyle Collection takes up the latest exciting trends time and again, continuing and enhancing these trends in the typical style of the brand.

MINI all the way: imaginative, versatile, unmistakable.

In their drafts for the MINI Lifestyle Collection, the most outstanding designers focus not only on the latest fashion trends, but also on the design language and lines of the various MINI models. Indeed, the cars also set the foundation for the various products through their colours and materials, helping to create a product portfolio typical of the brand and truly versatile in every respect, and constantly introducing new ideas to remain absolutely unique. Yet a further highlight in
the current range is the John Cooper Works Collection comprising both fashion products and accessories as an expression of the brand’s sporting spirit also beyond the race track.

The MINI Lifestyle Collection: starring at fashion events and on the cinema screen.

The MINI Lifestyle Collection has already become a highlight in the fashion scene and is to be admired regularly at the most outstanding fashion events. One of these events is the renowned BREAD & BUTTER fashion show in Barcelona, where the MINI Lifestyle Collection has already been presented on various occasions. Other, comparable events likewise provide the ideal setting time and again for the MINI brand. Like the MINI itself, the products in the MINI Lifestyle Collection have also made it to the cinema screen, with numerous performances in many productions. The MINI Cuckoo Clock and the MINI Baby Racer, for example, played important roles in the Disney production Lily the Witch – the Dragon and the Magical Book. Together with the leading female star Alina Freund, the animated dragon Hector showed his great interest in the MINI Lifestyle Collection in this cinema production of the famous children’s book. In particular he loved the MINI Baby Racer that enabled him to get around in fast and furious style.

MINI Feeling everywhere – the current MINI Lifestyle Collection.

A clearly defined language of form, inimitable design and high-quality materials are the hallmark of the current MINI Lifestyle Collection 2018–2020. It offers a diverse selection of products that make the complex everyday routine simpler, more enriched or enhanced, and they embody the essence of the MINI brand – even beyond the vehicles themselves. The collection includes more than 100 items and encompasses clothing through accessories, bags and luggage to articles for children and mobility products.

The visual profile of the MINI Lifestyle Collection 2018-2020 features two new impressive accent colours “Island” and “Coral”. The contemporary shade of blue “Island” melds with the exterior colour of “Island Blue” from the current MINI Countryman. The bright shade of red “Coral” provides the ideal hue to complement this livery and defines a fresh accent. The two accent colours are a perfect foil in interplay with the basic colours of Black, White and Grey.

The product selection of the current MINI Lifestyle Collection ranges from the popular logo T-shirts, polo shirts and sweatshirts, through the MINI Logo Patch Sweatshirt Kids with practical kangaroo pocket and caps, to bags and suitcases of different sizes. Then there are also stylish accessories such as umbrellas, Bluetooth Speakers, watches, sunglasses and travel mugs, the MINI Cloth-Bound Notebook, the MINI Fountain Pen and the MINI Tea Maker. The range for younger MINI fans includes the MINI Bulldog and the MINI Puzzle Set. Juniors can experience different versions of driving fun with the MINI Pull Toy Car, the remote-controlled MINI Countryman RC and the MINI Tricycle. In addition, the MINI 60 Years Lifestyle Collection was created in celebration of the landmark anniversary, including special designer items in the style of the British brand.

All products in the MINI Lifestyle Collection are marketed worldwide through the MINI dealer network.

^{Die Angaben zu Kraftstoffverbrauch, CO2-Emissionen, Stromverbrauch und Reichweite werden nach dem vorgeschriebenen Messverfahren VO (EU) 2007/715 in der jeweils geltenden Fassung ermittelt. Die Angaben beziehen sich auf ein Fahrzeug in Basisausstattung in Deutschland, die Spannbreiten berücksichtigen Unterschiede in der gewählten Rad- und Reifengröße und der optionalen Sonderausstattung und können sich während der Konfiguration verändern.}

^{Die Angaben sind bereits auf Basis des neuen WLTP-Testzyklus ermittelt und zur Vergleichbarkeit auf NEFZ zurückgerechnet. Bei diesen Fahrzeugen können für die Bemessung von Steuern und anderen fahrzeugbezogenen Abgaben, die (auch) auf den CO2-Ausstoß abstellen, andere als die hier angegebenen Werte gelten.}

^{Weitere Informationen zum offiziellen Kraftstoffverbrauch und den offiziellen spezifischen CO2-Emissionen neuer Personenkraftwagen können dem 'Leitfaden über den Kraftstoffverbrauch, die CO2-Emissionen und den Stromverbrauch neuer Personenkraftwagen' entnommen werden, der an allen Verkaufsstellen, bei der Deutschen Automobil Treuhand GmbH (DAT), Hellmuth-Hirth-Str. 1, 73760 Ostfildern-Scharnhausen, und unter https://www.dat.de/co2/ unentgeltlich erhältlich ist.}

Bitte wenden Sie sich bei Rückfragen an:
Presse- und Öffentlichkeitsarbeit

Matthias Bode, Pressesprecher Produktkommunikation MINI
Telefon: +49-89-382-61742, Fax: +49-89-382-28567
E-Mail: matthias.bode@mini.com

Andreas Lampka, Leiter Kommunikation MINI
Telefon: +49- 89-382-23662, Fax: +49 89-382-28567
E-Mail: andreas.lampka@mini.com

^{Die BMW Group
Die BMW Group ist mit ihren Marken BMW, MINI, Rolls-Royce und BMW Motorrad der weltweit führende Premium-Hersteller von Automobilen und Motorrädern und Anbieter von Premium-Finanz- und Mobilitätsdienstleistungen. Das BMW Group Produktionsnetzwerk umfasst 30 Produktions- und Montagestätten in 14 Ländern; das Unternehmen verfügt über ein globales Vertriebsnetzwerk mit Vertretungen in über 140 Ländern.
Im Jahr 2018 erzielte die BMW Group einen weltweiten Absatz von mehr als 2.490.000 Automobilen und über 165.000 Motorrädern. Das Ergebnis vor Steuern im Geschäftsjahr 2018 belief sich auf 9,815 Mrd. €, der Umsatz auf 97,480 Mrd. €. Zum 31. Dezember 2018 beschäftigte das Unternehmen weltweit 134.682 Mitarbeiterinnen und Mitarbeiter.
Seit jeher sind langfristiges Denken und verantwortungsvolles Handeln die Grundlage des wirtschaftlichen Erfolges der BMW Group. Das Unternehmen hat ökologische und soziale Nachhaltigkeit entlang der gesamten Wertschöpfungskette, umfassende Produktverantwortung sowie ein klares Bekenntnis zur Schonung von Ressourcen fest in seiner Strategie verankert.
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È giunta a conclusione ieri l’avventura al Gran Premio Nuvolari del Presidente e A.D. di BMW Italia S.p.A., Sergio Solero e del celebre bassista Saturnino Celani, che si sono cimentati su più di mille chilometri di strade e prove speciali a bordo di una BMW 3.0 CSL del 1972. Il Team di BMW Italia si è assestato a metà classifica, concludendo al 154esimo posto su 312 iscritti.

L’assistenza tecnica in corsa è stata garantita dalla competenza dei tecnici di BMW Milano e BMW Roma, le prime due concessionarie in Italia autorizzate BMW Group Classic. Ad accompagnare l’equipaggio lungo l’intero percorso del Gran Premio Nuvolari, è stata una sportiva d’eccezione, l’ultima nata di BMW i: la i8 Roadster, in un affascinante parallelo tra sportive di ieri e di domani.

“E’ stato davvero molto divertente cimentarsi sulle prove speciali del Gran Premio Nuvolari – ha dichiarato Sergio Solero – ma altrettanto impegnativo per le tante prove e i più di mille chilometri percorsi. La nostra BMW 3.0 CSL è stata semplicemente perfetta, non ha accusato alcun intoppo nonostante il caldo e le temperature spesso elevate, e ci ha emozionato con il sound del suo sei cilindri in linea. Un grazie speciale a Saturnino, che ha diviso l’abitacolo con me. Un ringraziamento anche ai tecnici delle nostre filiali di Roma e Milano, certificate BMW Group Classic, che ci hanno assistito durante tutta la gara.”

“Per me è stato il debutto su una vettura storica e sul palco delle gare di regolarità – ha dichiarato Saturnino – il calore dei tanti fan accorsi a vedere la gara mi ha fatto capire quanta passione c’è in questo mondo. Noi abbiamo fatto del nostro meglio, sia durante le prove speciali che durante i momenti di pausa, suonando il basso e la chitarra che ci hanno accompagnato all’interno della nostra BMW 3.0 CSL”.

La BMW 3.0 CSL è la prima vettura completamente ripristinata da BMW Roma da quando la filiale ha ottenuto la certificazione BMW Group Classic che nei prossimi mesi verrà estesa anche ad altri concessionari della rete BMW e che consentirà agli appassionati e collezionisti di auto BMW storiche di avere un punto di riferimento certificato nel nostro Paese.

BMW Roma e BMW Milano certificate BMW Group Classic

BMW Milano e BMW Roma, filiale milanese e romana di BMW Italia, sono concessionarie autorizzate auto storiche BMW Group Classic. Le concessionarie autorizzate BMW Group Classic sono centri di grande competenza con personale riconosciuto nel campo del restauro, delle riparazione e della manutenzione, capace di prestare alle vetture e alle moto storiche BMW il servizio unico nel suo genere che necessitano.

BMW Milano e BMW Roma dallo scorso anno sono dotate di una serie di attrezzature professionali che caratterizzano le poche concessionarie abilitate al trattamento delle vetture BMW Classic. La dotazione standard comprende banco prova freni, sistema di regolazione orientamento fari e banco prova emissioni (CO), a questo si somma una ricca dotazione supplementare obbligatoria grazie alla quale si possono prestare le attenzioni necessarie anche ai mezzi d’epoca più particolari, delicati e preziosi.

I centri abilitati BMW Group Classic devono essere dotati di attrezzature come lampada stroboscopica, dispositivo di regolazione anticipo di accensione, oscilloscopio, goniometro ripiegabile, Sincrometer per l’allineamento dei corpi farfallati per le vetture a carburatori, contagiri elettronico da officina o strumenti diagnostici degli anni '80.

Ulteriori attrezzature obbligatorie sono il dispositivo di resettaggio intervallo di assistenza, tester assistenza (anni '80/'90), tester DIS o GT1, multimetro, banco prova KDS, pressa idraulica e utensili speciali importanti degli anni '70-'90.

Per valutare le condizioni di ogni veicolo e stabilirne l’autenticità, nonché per intervenire con maestria su di esso, il personale dei selezionatissimi centri autorizzati è formato e certificato, e può contare sul supporto diretto della Casa madre per consulenza relativa ai servizi, ai ricambi e all’assistenza in generale, oltre che per le certificazioni delle auto d’epoca. Inoltre, i centri BMW Group Classic lavorano a stretto contatto con gli esperti dell’Archivio BMW Group Classic per fare le perizie, con la possibilità d’uso delle informazioni fornite, come i dati veicolo o di immatricolazione.

Per quanto riguarda gli aspetti legati alla formazione, gli addetti dei centri autorizzati appartenenti alle Filiali BMW hanno partecipato a corsi direttamente a Monaco, presso la sede BMW Group Classic. Il training tecnico è stato sviluppato presso l’officina auto classiche, e ha riguardato anche informazioni circa il mondo BMW Group Classic, oltre che la riparazione di veicoli, come ad esempio la messa a punto del carburatore, delle pompe di iniezione, l’intervento sui motori o sull’impianto elettrico. Il tutto per assicurare che gli addetti siano in grado di assistere adeguatamente le vetture d’epoca.

Per ulteriori informazioni:

BMW Group Italia

Andrea Frignani

Coordinatore Comunicazione e PR Motorrad

Telefono: 02/51610780

E-mail: andrea.frignani@bmw.it

Media website: https://newsroom.bmwgroup.com/global/en

Il BMW Group

Con i suoi quattro marchi BMW, MINI, Rolls-Royce e BMW Motorrad, il BMW Group è il costruttore leader mondiale di auto e moto premium e offre anche servizi finanziari e di mobilità premium. Come azienda globale, il BMW Group gestisce 30 stabilimenti di produzione e montaggio in 14 paesi ed ha una rete di vendita globale in oltre 140 paesi.

Nel 2017, il BMW Group ha venduto oltre 2.463.500 automobili e più di 164.000 motocicli nel

mondo. L’utile al lordo delle imposte nell’esercizio finanziario 2017 è stato di circa 10,655 miliardi di Euro con ricavi pari a circa 98,678 miliardi di euro. Al 31 dicembre 2017, il BMW Group contava 129.932 dipendenti.

Il successo del BMW Group si fonda da sempre su una visione sul lungo periodo e su un’azione responsabile.

Perciò, come parte integrante della propria strategia, l’azienda ha istituito la sostenibilità ecologica e sociale in tutta la catena di valore, la responsabilità globale del prodotto e un chiaro impegno a preservare le risorse.

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Twitter: http://twitter.com/BMWGroup

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Google+: http://googleplus.bmwgroup.com

Sono partite le auto storiche dell’edizione 2018 del Gran Premio Nuvolari di Mantova, gara di regolarità storica giunta alla sua 28^ edizione moderna.

Al volante della BMW 3.0 CSL del 1972 il Presidente e A.D. di BMW Italia, Sergio Solero, e il celebre bassista Saturnino Celani. Il Coupé, elegante e potente, quando fu lanciato rappresentava il punto di riferimento  tra le sportive ad alte prestazioni. Ad accompagnarlo è la BMW i8 Roadster, la sportiva più tecnologica di casa BMW, che oggi è in grado di coniugare la guida all’aria aperta e le prestazioni con la mobilità sostenibile. 

Ecco le foto della partenza del Gran Premio Nuvolari e dei primi chilometri al volante della BMW 3.0 CSL.

San Donato Milanese. BMW Italia prenderà parte alla 28^ edizione moderna del Gran Premio Nuvolari, manifestazione internazionale di regolarità per auto storiche secondo le normative F.I.A., F.I.V.A. e A.C.I. Sport, in programma dal 13 al 16 settembre 2018, con un team d’eccezione: il Presidente e A.D. di BMW Italia S.p.A., Sergio Solero e il celebre bassista Saturnino Celani. Gareggeranno a bordo di una BMW 3.0 CSL del 1972.

Questa iconica vettura è stata uno dei modelli più desiderati degli anni ‘70 all’interno della grande serie di coupé BMW iniziata nel 1968. Equipaggiata con motori a sei cilindri che, nelle varie versioni, sprigionavano dai 170 ai 206 CV. La BMW 3.0 CSL, acronimo di "Coupé, Sport, Leggero", è stato il modello di punta della gamma, dotato di carrozzeria alleggerita più adatta alle competizioni. Negli anni '70 è stata un'auto da turismo di eccezionale successo, vincendo infatti ben sei titoli nel Campionato Europeo Turismo.

“Correre il Gran Premio Nuvolari – ha dichiarato Sergio Solero – sarà un’esperienza nuova e farlo a bordo di una vettura straordinaria come la BMW 3.0 CSL restaurata dalla nostra filiale di Roma che ha ottenuto la certificazione BMW Group Classic al pari di quella di Milano, sarà ancora più emozionante. Inoltre, visto che farò la gara insieme a Saturnino, credo sarà una competizione molto rock!”

“Sono molto curioso e gasato di affrontare questa sfida – ha dichiarato Saturnino – anche perché non ho mai partecipato ad una corsa con vetture storiche. Mi piacciono le macchine sportive e adoro il sound del sei cilindri in linea. E forse non sarà la sola musica che suoneremo durante la gara. Seguiteci e io e Sergio vi faremo qualche sorpresa”.

BMW Roma e BMW Milano certificate BMW Group Classic

L’assistenza tecnica sarà garantita dalla competenza dei tecnici di BMW Milano e BMW Roma, le prime due concessionarie in Italia autorizzate BMW Group Classic. Sono centri di grande competenza con personale riconosciuto nel campo del restauro, delle riparazione e della manutenzione, capace di prestare alle vetture e alle moto storiche BMW il servizio unico nel suo genere che necessitano.

BMW Milano e BMW Roma sono dotate di una serie di attrezzature professionali che caratterizzano le poche concessionarie abilitate al trattamento delle vetture BMW Classic. La dotazione standard comprende banco prova freni, sistema di regolazione orientamento fari e banco prova emissioni (CO), a questo si somma una ricca dotazione supplementare obbligatoria grazie alla quale si possono prestare le attenzioni necessarie anche ai mezzi d’epoca più particolari, delicati e preziosi.

Una compagna di viaggio speciale: la nuova BMW i8 Roadster

Infine, ad accompagnare l’equipaggio lungo l’intero percorso del Gran Premio Nuvolari, una sportiva d’eccezione, l’ultima nata di BMW i: la i8 Roadster.

La BMW i8 Roadster è in grado di combinare il piacere della guida all’aria aperta con quello della mobilità sostenibile. La vettura è caratterizzata da un design profondamente innovativo, con porte ad ala di gabbiano, telaio del parabrezza in resina rinforzata con fibra di carbonio (CFRP) e una capote elettrica azionata elettricamente. Attraverso la tecnologia ibrida plug-in è inoltre in grado di percorrere fino a 53 km in modalità puramente elettrica.

La nuova BMW i8 Roadster accelera da 0 a 100 km/h con un tempo di 4,6 secondi e ha una velocità massima limitata elettronicamente di 250 km/h. L'uscita del sistema prodotta dal motore elettrico e dal motore a combustione che agiscono all'unisono è di 275 kW/374 CV.  Il consumo combinato di carburante, calcolato nel ciclo di prova UE per i veicoli ibridi plug-in, è pari a 2,1 litri per 100 chilometri per la BMW i8 Roadster, oltre a 14,5 kWh di energia elettrica rispettivamente per 100 chilometri. Le emissioni di CO2 sono di 46 grammi per chilometro.

Per ulteriori informazioni:

BMW Group Italia

Andrea Frignani

Coordinatore Comunicazione e PR Motorrad

Telefono: 02/51610780

E-mail: andrea.frignani@bmw.it

Media website: https://newsroom.bmwgroup.com/global/en

Il BMW Group

Con i suoi quattro marchi BMW, MINI, Rolls-Royce e BMW Motorrad, il BMW Group è il costruttore leader mondiale di auto e moto premium e offre anche servizi finanziari e di mobilità premium. Come azienda globale, il BMW Group gestisce 30 stabilimenti di produzione e montaggio in 14 paesi ed ha una rete di vendita globale in oltre 140 paesi.

Nel 2017, il BMW Group ha venduto oltre 2.463.500 automobili e più di 164.000 motocicli nel

mondo. L’utile al lordo delle imposte nell’esercizio finanziario 2017 è stato di circa 10,655 miliardi di Euro con ricavi pari a circa 98,678 miliardi di euro. Al 31 dicembre 2017, il BMW Group contava 129.932 dipendenti.

Il successo del BMW Group si fonda da sempre su una visione sul lungo periodo e su un’azione responsabile.

Perciò, come parte integrante della propria strategia, l’azienda ha istituito la sostenibilità ecologica e sociale in tutta la catena di valore, la responsabilità globale del prodotto e un chiaro impegno a preservare le risorse.

http://www.bmwgroup.com

Facebook: http://www.facebook.com/BMWGroup

Twitter: http://twitter.com/BMWGroup

YouTube: http://www.youtube.com/BMWGroupview

Google+: http://googleplus.bmwgroup.com

25° Anniversario del BMW Auto Club Italia: 8 giorni e 4.000 chilometri alla guida delle proprie amate BMW.
Visitati sette siti Patrimonio dell’Umanità dell’UNESCO e tutte le più importanti zone vitivinicole della Francia.
Il programma del viaggio ha previsto visite culturali al mattino, trasferimenti in auto durante il giorno, relax e visite delle cantine alla sera.
Un viaggio difficile da dimenticare.

BMW Auto Club Italia dal 1992
Il BMW Auto Club Italia è stato fondato nel 1992, con finalità sportive, culturali e sociali. Propone agli associati l’uso della propria vettura per spostamenti piacevoli e sicuri, in armonia con l’ambiente, con l’obiettivo di condividere la passione per le automobili BMW, di qualsiasi modello ed hanno, per ricavarne la massima esperienza di guida, alla ricerca delle migliori mete turistiche e delle più affascinanti esperienze di guida, in compagnia di persone di diversa età, provenienza, professione, ed abitudini: tutti accomunati dal piacere di possedere una BMW.

Sin dal 1992 la passione per il marchio BMW ha spinto i Soci del BMW Auto Club alla ricerca delle migliori destinazioni di viaggio, per godere al meglio le caratteristiche delle proprie automobili BMW.

Dopo 25 anni la ricetta per i Soci del BMW Auto Club è sempre la stessa: socializzare e scoprire le migliori destinazioni, godendo a pieno di quel piacere di guidare che, oggi come 25 anni fa, trasforma il possesso di una BMW in un privilegio.

Si partecipa con qualsiasi automobile, purché sia una BMW!
Requisito richiesto per essere membri del BMW Auto Club è il possesso di una BMW, di qualsiasi modello ed anno.

Al viaggio celebrativo del 25° hanno partecipato modelli BMW di vario tipo: dalla BMW Z3, roadster reginetta degli anni 90, alla esclusiva ed avveniristica BMW i8, concentrato di tecnologia e prestazioni, dalla BMW X6 alla BMW Z4, dalla BMW M6 dal formidabile propulsore Motorsport V10 alla nuovissima BMW Serie 5 Touring, ultima nata della Casa di Monaco e più recente espressione della celebre filosofia touring BMW, che ha saputo soddisfare svariate generazioni di appassionati di viaggi.

Un viaggio memorabile a bordo delle proprie BMW, una storia da raccontare
Il programma del viaggio del 25° ha visto la partenza dalla sede BMW di San Donato Milanese e ha condotto i partecipanti attraverso un tour delle più famose zone enologiche di Francia, soffermandosi su alcune importanti attrazioni storiche e culturali, ben sette siti Patrimonio Mondiale dell’Umanità dell’UNESCO, fino a raggiungere il Festival of Speed di Goodwood in Inghilterra, una delle più entusiasmanti manifestazioni motoristiche al mondo.

Giorno 1
Milano - Camargue - Provenza
Il primo giorno la carovana di BMW è partita da San Donato e attraverso la Costa Azzurra, dopo una breve sosta per ammirare il Principato di Monaco, ha attraversato i paesaggi naturalistici della Camargue fino a raggiungere i panorami di lavanda della Provenza.
Prima meta enoica è stata la visita allo Château Sainte Roseline: una splendida realtà produttiva del sud della Francia, dalle antiche tradizioni e con contenuti storici unici: all’interno della tenuta è presente persino una cappella privata che dal 1326 contiene le spoglie di Santa Rosalina di Villeneuve.
Tra i vini dello Château i corposi rossi della Valle del Rodano ed i famosi rosé provenzali, particolarmente graditi nella stagione estiva.

Giorno 2
Orange (UNESCO) - Carcassonne (UNESCO) - Bordeaux (UNESCO)
La seconda giornata è partita da Orange, dove il gruppo ha visitato l’Arco di Trionfo e il famoso Teatro Romano risalente al I secolo d.C: tra i più belli dell’intera storia romana ed eletto nel 1981 Patrimonio Mondiale dell’Umanità dell’UNESCO, il teatro romano di Orange è una delle migliori conservazioni al mondo per ciò che concerne l’architettura romana: con un muro di scena di 103 metri di larghezza per 37 di altezza poteva ospitare fino a 10.000 spettatori.
Seconda tappa della giornata è stata la visita della cittadina fortificata di Carcassonne in Linguadoca, sito Patrimonio dell’Umanità dell’UNESCO dal 1997, caratterizzata da mura, torrioni e recinzioni mozzafiato.
In serata arrivo a Bordeaux, il cui storico lungofiume è stato eletto nel 2007 Patrimonio dell’Umanità dell’UNESCO, con una visita a fine giornata alla nuovissima Cité du Vin, moderno museo sul vino e sulla produzione vitivinicola inaugurato quest’anno, dotato di un bar panoramico con vista sul fiume Garonna, dove è possibile trovare vini provenienti da ogni angolo del pianeta.

Giorno 3
Bordeaux - Valle della Loira - Bretagna - Cancale
L’itinerario del terzo giorno è iniziato con la visita esclusiva dello splendido Château Cantenac-Brown nel Margaux, una tenuta mozzafiato di altri tempi, in una delle aree vitivinicole più famose e pregiate del mondo, famosa per pregiati vini di Bordeaux a base di Merlot e Cabernet Sauvignon.
Nel pomeriggio il gruppo ha visitato l’area di Nantes e della Valle della Loira: regione vocata alla produzione di bianchi ed in particolare del Muscadet, ritenuto tra i migliori vini francesi da abbinare ai frutti di mare. La cantina visitata è stata la tenuta Poiron-Dabin dove per i Soci del Club è stata organizzata una degustazione di ostriche e crostacei.
In serata l’arrivo in Bretagna a Cancale, cittadina di pescatori sulla costa dell’atlantico, famosa anch'essa per le produzioni di ostriche, per i ristoranti con pescato quotidiano e per il suggestivo movimento delle maree.

Giorno 4
Mont Saint Michel (UNESCO) - attraversamento della Manica - Sussex (UK)
Al mattino del quarto giorno i partecipanti hanno visitato il suggestivo Mont Saint Michel e la sua baia, il sito più visitato della Normandia, Patrimonio Mondiale dell’Umanità dell’UNESCO dal 1979, sede di una abbazia benedettina che si trasforma in isolotto con l’alta marea.
Al pomeriggio la carovana di BMW ha attraversato in traghetto la Manica ed è sbarcata nel Sussex.

Giorno 5
Stonehenge (UNESCO) - Portsmouth

Il quinto giorno di viaggio ha visto le BMW raggiungere il mitico sito neolitico di Stonehenge, risalente al 3100 a.C., con i suoi impressionanti megaliti, riconosciuto Patrimonio Mondiale dell’Umanità dall’UNESCO nel 1986 e meta di pellegrinaggio di molti seguaci del Celtismo.
In serata il gruppo ha raggiunto Portsmouth, affascinante cittadina per secoli importante porto navale inglese e molo militare della Marina Reale Inglese, sede del National Museum Royal Navy.

Giorno 6
Goodwood Festival of Speed - Celebrazione del 25° anniversario del BMW Auto Club Italia
Nel giorno di apertura i Soci del BMW Auto Club Italia hanno raggiunto il Festival of Speed di Goodwood: BMW ha riservato loro degli accrediti VIP nella Hospitality ufficiale, dove John Buckingham, Automotive Creative Director presso BMW Group Designworks - USA, designer della nuova Serie 8 Concept, ha dedicato ai Soci del Club una presentazione esclusiva della vettura, illustrando i nuovi modernissimi concetti di design adottati da BMW.
Nella Hospitality BMW i Soci del Club hanno incontrato anche Christoph Gontard, responsabile di BMW Group Classic. BMW Club & Community Management, che ha omaggiato il BMW Auto Club Italia di una targa celebrativa, con l’apprezzamento dei 25 anni di passione per il marchio BMW.

Giorno 7
Kent - Scogliere di Dover - Champagne (UNESCO)
L’ultimo giorno in Inghilterra i partecipanti hanno soggiornato nel Kent, dove al mattino hanno visitato le bianche scogliere di Dover, per poi attraversare nuovamente la Manica verso la Francia a bordo delle proprie auto grazie all’Eurotunnel sottomarino.
Nel pomeriggio le auto hanno raggiunto la regione dello champagne, le cui maison e cantine sono state elette nel 2015 Patrimonio Mondiale dell’Umanità dell’UNESCO, uno spettacolo paesaggistico ed un mito assoluto per gli appassionati di vini pregiati. Nello Champagne i Soci sono stati ricevuti per una visita esclusiva nella tenuta Jean Michel: una eccellenza produttiva a gestione familiare che produce champagne dal 1847, una cantina con bottiglie risalenti all’inizio del secolo scorso, dove i Soci hanno potuto apprezzare le varie annate e le diverse tipologie di Champagne prodotti con le varie tecniche di assemblaggio, dai Blanc de Blanc a base Chardonnay fino al Blanc de Noir vinificati con Pinot Nero.
A fine giornata il gruppo ha soggiornato nel grazioso Moulin du Landion un hotel creato all’interno di un vecchio mulino ad acqua del 16° Secolo.

Giorno 8
Borgogna (UNESCO) - Aosta
L’ultimo giorno in Francia i Soci hanno visitato la regione della Borgogna, i cui vigneti sono stati eletti nel 2015 Patrimonio Mondiale dell’Umanità dell’UNESCO, dove con il Pinot Nero vengono prodotti i vini più famosi e costosi del mondo: Romanée-Conti, Richebourg, Montrachet, Vosne-Romanée per citare i più famosi: 40 dei 50 vini più cari del mondo provengono dalla Borgogna.
E’ stata visitata la secolare cantina Patriarche, nel centro di Beaune, la cittadina più importante della Borgogna. Patriarche è stata fondata nel lontano 1780, famosa per i suoi 237 anni di storia e 5 chilometri di cantine sotterranee. Vini da collezione in vendita fino a 12.000 euro a bottiglia.
La giornata si è conclusa con l’attraversamento dei paesaggi montani del Monte Bianco, a Chamonix e Courmayeur, fino ad Aosta, dove il gruppo ha effettuato l’ultima sosta festeggiando per il felice esito del viaggio.

BMW Auto Club Italia
BMW Auto Club Italia, è il Club ufficiale per i possessori di automobili BMW in Italia.
Il numero degli associati, compresi i Club affiliati ‘ad ombrello’, ha superato i 400 iscritti. I Soci ed i simpatizzanti iscritti alla Newsletter del Club sono oltre 900.
BMW Auto Club Italia è l’unico Club di marca BMW federato ASI - Automotoclub Storico Italiano, e supporta la certificazione storica e collezionista delle vetture BMW costruite da oltre 20 anni.
BMW Auto Club Italia è il Club nazionale ‘ad ombrello’ accreditato presso BMW Clubs Europa per il territorio italiano, supervisiona in merito alla correttezza formale dei Club affiliati a regole, regolamenti, statuti, procedure, standard, marchi, loghi e quant’altro definito da BMW Group Classic e BMW Clubs Europa, e rispetta il divieto di esercitare attività commerciali mediante utilizzo di marchi e loghi BMW, e BMW Clubs Europa.
BMW Auto Club Italia supporta e promuove con i Club BMW affiliati le iniziative e gli eventi organizzati da BMW Group Italia e BMW Clubs Europa, e collabora in particolare all’individuazione e al censimento delle automobili BMW storiche presenti sul territorio italiano.
BMW Auto Club Italia fornisce un servizio news BMW quotidiano sul proprio sito web con la pubblicazione di ‘BMW News’, con notizie ed immagini ufficiali riguardanti il mondo BMW, destinato ai propri Soci e simpatizzanti.

BMW Auto Club Italia
Tel: +39-338-4820702
Fax: +39-02-40043848
mail: segreteria@bmwautoclubitalia.it
www.bmwautoclubitalia.it
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Il BMW Group
Con i suoi quattro marchi BMW, MINI, Rolls-Royce e BMW Motorrad, il BMW Group è il costruttore leader mondiale di auto e moto premium e offre anche servizi finanziari e di mobilità premium. Come azienda globale, il BMW Group gestisce 31 stabilimenti di produzione e montaggio in 14 paesi ed ha una rete di vendita globale in oltre 140 paesi.
Nel 2016, il BMW Group ha venduto circa 2.367 milioni di automobili e 145.000 motocicli nel mondo. L’utile al lordo delle imposte è stato di 9,67 miliardi di Euro con ricavi pari a circa 94,16 miliardi di euro. Al 31 dicembre 2016, il BMW Group contava 124.729 dipendenti.
Il successo del BMW Group si fonda da sempre su una visione sul lungo periodo e su un’azione responsabile. Perciò, come parte integrante della propria strategia, l’azienda ha istituito la sostenibilità ecologica e sociale in tutta la catena di valore, la responsabilità globale del prodotto e un chiaro impegno a preservare le risorse.

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Munich. 2016 marks the 30th anniversary of a motoring icon, one which revolutionised the mid-size sports car segment when its production started in 1986. The very first BMW M3 set a new standard by which other carmakers would be measured – and, five model generations later, are still judged today. BMW Motorsport Division, the precursor to BMW M Division, was incredibly rigorous in its deployment of undiluted motor racing technology in the development of the first-generation BMW M3. Its endeavours produced a thoroughbred high-performance sports car – based on the series-produced BMW 3 Series – that was perfectly suited to daily use. Over the three decades that have followed, BMW M has gently refined its trailblazing and highly successful creation from one generation to the next, while always taking great care to preserve the original character of the M3. The upshot is that there is arguably still no other car that blends such prominently honed motor sport genes and uncompromised everyday practicality into such an emotionally stirring overall package.

The 30th anniversary of the BMW M3 provides an ideal opportunity to look back at four highly intriguing model variants that, for various reasons, never made it past the prototype stage. Four surprise guests will therefore be attending their progenitor’s birthday party: the BMW M3 Pickup from 1986, the BMW M3 Compact from 1996, the BMW M3 Touring from 2000 and the second incarnation of the BMW M3 Pickup unveiled in 2011.

Use in touring car racing was the overriding development objective for the first-generation BMW M3.
The BMW M3 was not an attempt to produce a sporting flagship for a volume-produced model range; instead it originated from the idea of developing a racing car for motor sport that would also be available in a road-going version. The selected category of racing was Group A production touring cars – as seen in the German Touring Car Championship (DTM) that had succeeded the German Racing Championship (DRM). The Group A regulations stated that for a racing car to be homologated, at least 5,000 road-legal units had to be sold within 12 months.

Having the chance to develop the production and race versions of the car alongside one another presented the development team with a tremendous opportunity, which they duly capitalised on. The axle kinematics, suspension and damping were all perfectly tailored to the future demands of motor racing, as was the braking system, which combined the standard ABS with inner-vented brake discs at the front and an engine-driven high-pressure pump. Details such as the transmission’s shift pattern with first gear at the bottom left also gave a clear indication of the vehicle’s singular focus on racing.

On top of this came extensive weight-saving measures. While the body with broad wheel arches was manufactured from sheet metal in the traditional manner, the front and rear bumpers along with the side skirts, boot lid and spoiler were made of plastic, reflecting the engineers’ commitment to intelligent lightweight construction. The BMW Motorsport experts tweaked the car’s aerodynamics too, with the C-pillar of the BMW M3 following a slightly shallower angle than the standard body and having a broader base. This allowed the airflow to be directed towards the distinctive rear spoiler more effectively.

Extensive use of high tech in the powertrain, too.
The experts at the Motorsport department used the two-litre four-cylinder engine fitted in series-production models as the basis for the M3’s unit, as the low weight of its construction and its high-revving capabilities meant it had exactly the right ingredients for a racing engine. To transform the well-mannered everyday engine into an athletic performer with sports car credentials, however, they had to subject it to some intensive power therapy.

First, they increased its displacement to 2.3 litres and converted it to a four-valve arrangement. For this purpose, the team employed a suitably modified cylinder head taken from the six-cylinder engine featured in the BMW M1, whose combustion chambers were – conveniently enough – spaced exactly the same distance apart as the four-cylinder unit’s. The crank drive on the BMW M3 was designed to be so rigid that it could handle 10,000 revolutions per minute and more. The standard production car’s rated engine speed of 6,750 rpm therefore left plenty of margin for further evolutions of the motor sport off-shoot.

From sporting machine to heavy-duty transporter: the BMW M3 Pickup (1986).
When the first generation of the BMW M3 was brought out, it wasn’t just customers who were enthralled by its exceptional dynamic abilities. It also caused quite a stir within the BMW Motorsport department responsible for its development, who saw it as the perfect means of transporting work equipment and parts around the premises of what is now BMW M Division in Garching near Munich. The only problem was that goods transport didn’t figure very highly on the list of the first BMW M3’s many talents.

It didn’t take long to remedy the situation, the body of a BMW 3 Series Convertible being transformed into a BMW M3 Pickup. “The convertible bodyshell was chosen as the basis for two reasons,” recalls Jakob Polschak, head of vehicle prototype building and workshops at BMW M Division and an employee at the company for more than 40 years. “Firstly, we happened to have such a model at our disposal and in perfect condition. And secondly, the convertible’s built-in bracing made it the ideal choice for a pickup conversion.”

The first BMW M3 Pickup did not sport the original’s boldly flared wings, as it was equipped with the narrower body of its regular, volume-produced sibling. At first it was powered by the engine fitted in the so-called “Italian M3”, which had a reduced two-litre displacement due to tax regulations there and an output of 192 hp. “Later we switched to the original 2.3-litre four-cylinder engine with 200 horsepower,” reveals Polschak. The BMW M3 Pickup went about its work around the factory premises reliably for over 26 years before finally being retired four years ago.

The BMW M3 Pickup’s long service life alone is clear evidence that the one-off versions being presented here are not mere gimmicks or engineering exercises. On the contrary, they are high-performance cars that have been optimised to perfectly match their intended task or field of use. As such, they epitomise the philosophy of BMW M. Plus, they also fulfilled another important purpose: “Our apprentices, graduate trainees and placement students assisted in the construction of all of these prototypes,” explains Polschak. “This allowed them to gain invaluable hands-on experience at the same time as freeing up resources for us – a classic win-win situation.”

A starter model for young target groups: the BMW M3 Compact (1996).
The same was also true of the 1996 BMW M3 Compact, of course. The idea behind this model was to present younger customers, in particular, with an entry point into the world of BMW M cars. “To a certain extent, the M3 Compact can be regarded as the forefather of today’s BMW M2,” remarks the BMW M workshop chief with a twinkle in the eye, and it’s easy to see why he draws the comparison. If it had gone into production, the M3 engine’s power would in all likelihood have been lowered somewhat. In the prototype, however, it was allowed to unleash its full 321 hp, which made easy work of propelling a lightweight car (it tipped the scales at just 1.3 tonnes). “It is 150 kilograms lighter, more agile, firmer and even more uncompromising,” enthused German motoring magazine “auto motor und sport” (issue no. 13/1996) after testing it.

A feasibility study under real-world conditions: the BMW M3 Touring (2000).
The BMW M3 Touring prototype likewise materialised because a production model was under consideration. The M3 Compact was made available to journalists for testing in order to both project an image and sound out customer interest. But the M3 Touring served entirely in-house purposes. “This prototype allowed us to show that, from a purely technical standpoint at least, it was possible to integrate an M3 Touring into the ongoing production of the standard BMW 3 Series Touring with very little difficulty,” explains Jakob Polschak. “One important thing we needed to demonstrate was that the rear doors of the standard production model could be reworked to adapt them to the rear wheel arches without the need for new and expensive tools.” Once it had passed through the assembly line, the M3 Touring required only minimal manual follow-up work to fit the M-specific add-on parts and interior details, for example.

History repeats itself: the BMW M3 Pickup (2011).
Once the first-generation BMW M3 Pickup described above eventually started to show the first serious signs of wear after around a quarter of a century of service, it was time for a successor. As with the original, those responsible for its creation again opted for a convertible body due to the existing strengthening elements. “The conversion work had initially proceeded in the usual, largely unspectacular manner during the spring of 2011. But then someone came up with the idea of marketing the vehicle as an April Fools’ joke, as April 1 was just around the corner,” recounts Polschak. To prime the public, spy shots of calibration runs on the Nürburgring’s Nordschleife circuit emerged in the run-up to the day, which served to fuel speculation about plans to build a production model.

And it worked. Reports from the time show that a good many journalists and bloggers took the bait and believed the rumours. Even the official press release published on 1 April 2011 did not immediately set matters straight, first presenting the BMW M3 Pickup as the “fourth body variant” following the Sedan, Coupe and Convertible, before going on to say: “309 kW/420 hp under the bonnet and a payload capacity of 450 kilograms over the rear axle take the BMW M models’ hallmark blend of racing-style driving pleasure and everyday practicality to a whole new level.” It also pointed out that the Cd was only marginally higher than that of the BMW M3 Coupe, the car was 50 kilograms lighter than the Convertible and the 20-kilogram targa roof could be removed to further lower the centre of gravity and therefore deliver even sharper handling dynamics.

It wasn’t until the final paragraph that the press release discreetly revealed the model in question was actually a one-off built for use as a workshop transport vehicle. Unlike its predecessor, however, it had also been licensed for road use.

The BMW M3: a sporting icon and dynamic benchmark for five generations.
30 years ago almost to the day production began of the first series-produced BMW M3s. This represented the opening chapter in a story of success which has no equal in the automotive world. The 2.3-litre four-cylinder unit with four-valve technology produced 147 kW/200 hp and accelerated the M3, which weighed just 1,200 kilograms, from 0 to 100 km/h (62 mph) in just 6.7 seconds. Top speed was 235 km/h (146 mph). In 1988 the Evo version was unveiled, with power increased once again to 220 hp and its top speed to 243 km/h (151 mph). And this was followed in 1990 by the final development stage of the first-generation M3: the BMW M3 Sport Evolution with 238 hp 2.5-litre engine, produced in a limited run of 600 examples.

The second generation of the BMW M3 – not developed specifically for use in motor sport this time – was a much more understated affair. Unveiled in 1992, its six-cylinder engine developed 210 kW/286 hp from three-litre displacement and peak torque of 320 Newton metres (236 lb-ft). It also featured the innovative new camshaft control system VANOS. The new model set two world records – for the highest output per litre (97 hp/l) and the highest specific torque (108 Nm (80 lb-ft)/l) produced by a volume-produced naturally-aspirated engine.

An extensive facelift in 1995 saw the displacement of the six-cylinder in-line engine increased from 2,990 to 3,201cc, with output rising to 236 kW/321 hp. Added to which, the new engine also employed Double-VANOS, which brings fully variable camshaft control on both the intake and exhaust sides. In summer 1996 the BMW M3 became the first series-produced car to be offered with the option of an SMG automated manual gearbox.

Featuring an aluminium bonnet with powerdome, prominently flared wheel arches, an aerodynamically optimised boot lid with rear spoiler lip and four tailpipes exiting the dual-flow exhaust system, the third-generation BMW M3 unveiled in 2000 cut an extremely eye-catching figure once more. Power again came courtesy of a naturally-aspirated six-cylinder in-line engine. The completely newly developed unit developed output of 252 kW/343 hp from its 3,246 cc and peak torque of 365 Newton metres (269 lb-ft).

Instead of being equipped with a straight-six engine, like the two previous generations of the car, the fourth incarnation of the BMW M3 presented in 2007 was powered by a high-revving, naturally-aspirated V8 developing 309 kW/420 hp. Among the extensive intelligent lightweight design measures employed were the carbon fibre-reinforced plastic (CFRP) roof fitted as standard and a front axle made almost entirely from aluminium.

The current (fifth) generation of the BMW M3 was introduced in spring 2014. In keeping with the change in nomenclature for BMW’s series-produced models, only the four-door sedan is badged “M3”, while the coupe and the convertible variants were given the model designation M4. In all three body variants, a free-revving straight-six engine with M TwinPower Turbo technology and 317 kW/431 hp provides the power. Rigorously applied intelligent lightweight design elements include the extensive use of lightweight materials such as CFRP and aluminium for many chassis and body components. All of which has shaved around 80 kilograms off the weight of its predecessor.

This summer, BMW M Division released an exclusive special-edition model – limited to 500 units worldwide – as a special tribute to the successful 30-year history of the BMW M3. With its Macao Blue metallic exterior paint finish, the BMW M3 “30 Jahre M3” harks back to the first generation of car, for which this colour shade was first offered. The Competition Package, which is included as standard and comprises extensive powertrain and suspension modifications, pushes the engine output of the anniversary model up by 14 kW/19 hp to 331 kW/450 hp.

Quando, verso la fine del 2013, uscirà dalla linea di montaggio di Lipsia la prima versione di serie della BMW i3, questa vettura segnerà il culmine provvisorio di 40 anni di lavori di sviluppo alla BMW. Tutto cominciò nel 1972 ai Giochi Olimpici di Monaco, dove lo schieramento di partenza della BMW comprendeva due veicoli di prova con propulsione elettrica. I modelli BMW 1602 modificati servivano come mezzi di trasporto per i membri del comitato organizzativo e venivano anche utilizzati come vetture di appoggio e per le telecamere in diverse gare sulla lunga distanza. Tuttavia, non vi erano dubbi che le batterie al piombo che pesavano 350 chilogrammi e che avevano un’autonomia di circa 60 chilometri erano ben lontane dall’essere l’ideale per un’automobile di serie. La BMW quindi lanciò una serie di progetti di ricerca e di sviluppo allo scopo di portare su strada una tecnologia per sistemi di propulsione elettrica migliore e, soprattutto, più efficiente.

In allegato la versione completa.

“Un’azienda è come un essere umano. Finché è sportiva, in ottima forma, ben addestrata, piena di entusiasmo e performante”. Queste erano le parole pronunciate nel lontano 1972 da Robert A. Lutz, Membro del Consiglio di Amministrazione di BMW AG per le Vendite. Erano le parole usate per battezzare la più giovane sussidiaria di BMW di allora, la BMW Motorsport GmbH. Oggi l’azienda si chiama BMW M GmbH, ma è in forma, ben addestrata, piena di entusiasmo e performante quanto lo era 40 anni fa.

I primi Anni Settanta videro l’inizio di una nuova epoca per BMW: un nuovo e giovane Consiglio di Amministrazione sotto la guida di Eberhard von Kuenheim si era proposto di rafforzare strategicamente l’azienda e di perseguire il suo duraturo successo. Questo implicò la costruzione di un nuovo headquarter – il leggendario edificio conosciuto come BMW Quattro Cilindri – nonché la costituzione di una propria Divisione Sportiva all’interno della stessa BMW. Citando ancora Robert A. Lutz: “Con lo sport che continua ad essere una forza motrice per BMW, anche se l’azienda si sviluppava dinamicamente nel mondo delle attività commerciali, è diventato ovvio a questo punto che dovremmo concentrare e consolidare le nostre attività nello sport motoristico”.

Infatti, la domanda e le opportunità non ancora sfruttate superavano di gran lunga i potenziali e le capacità dell’ex Reparto Sportivo. La BMW 1800 TI e la 2000 TI, nonché l’intera Serie 02, erano le auto da competizione più popolari e vincevano una gara dopo l’altra. Ma la stessa BMW era in grado di soddisfare soltanto una piccola parte della domanda globale, essendo la maggior parte delle automobili preparata, attrezzata e venduta da aziende specializzate. Dalla metà degli Anni Sessanta, BMW partecipava anche alla Formula 2 e, negli anni successivi, difficilmente una qualsiasi scuderia è stata in grado di partecipare a questa Formula con successo senza i potenti motori BMW. Innumerevoli vittorie e Campionati Europei conquistati da BMW dominavano la scena.

1972: Un team con grande esperienza di gare automobilistiche fonda BMW Motorsport GmbH

BMW Motorsport GmbH venne fondata il 1° maggio 1972 per affrontare queste sfide. Il General Manager di questo team di specialisti, originariamente composto da 35 dipendenti, era Jochen Neerpasch, ex pilota ufficiale Porsche e Direttore di Gara di Ford a Colonia prima di spostarsi a Monaco.

Egli attirò immediatamente un intero gruppo di piloti destinati a lasciare una loro impronta in BMW Motorsport per i successivi decenni: Chris Amon, Toine Hezemans, Hans-Joachim Stuck e Dieter Quester. Björn Waldegaard e Achim Warmbold vennero assunti dall’azienda come piloti da rally.

La nuova azienda fu in grado di trasferirsi in una propria sede soltanto dopo qualche mese, con le officine di preparazione e quelle della produzione dei motori, macchine utensili e dinamometri motori tutte installate nelle immediate vicinanze dello stabilimento BMW di Monaco in un sito di oltre 8 mila metri quadrati in Preussenstrasse. Fu qui che videro la luce le auto sportive per il 1973: una 2002 da 950 chili spinta da un motore due litri quattro cilindri e quattro valvole per le gare di rally, con una potenza massima di 240 CV, nonché un nuovo touring coupé descritto in un primo momento da Jochen Neerpasch con parole molto chiare: “Dal momento che il 1973 è stato il nostro anno di partenza, non ci aspettavamo di vincere subito quel Campionato Europeo”. La denominazione della nuova vettura fu 3.0 CSL. Le portiere e i cofani erano realizzati in alluminio, il cambio a cinque velocità presentava un alloggiamento in magnesio. Il peso complessivo era di 1.092 kg. Ma il vero punto di forza si trovava sotto il cofano, un sei cilindri in linea da 3.340 cc con 12 valvole, iniezione diretta di carburante ed un rapporto di compressione di 11:1. La potenza massima era di 360 CV. Questo fu l’ultimo motore a due valvole per cilindro realizzato da BMW per le gare.

La filosofia tradizionale di BMW: concentrarsi sull’essere umano

BMW Motorsport GmbH iniziò la stagione 1973 perfettamente preparata, non solo in termini tecnici. Anche i piloti erano in ottima forma, con Jochen Neerpasch che portò l’intera squadra di piloti ad una stagione di “messa a punto” a St. Moritz. Qui, in questo paradiso svizzero per sciatori, l’intero team ricevette il tocco finale da un istruttore sportivo e da uno psicologo dello sport. Anche allora, nei primissimi anni, BMW dava la massima importanza all’ottimizzazione dell’interfaccia uomo/macchina.  All’epoca ci furono anche progetti per corsi simili da offrire ai “non professionisti”. Fin dal 1997, questi corsi sono stati chiamati BMW Driver Training.

Questa fu la squadra che BMW Motorsport GmbH portò in pista nella stagione 1973. E non fu soltanto la 3.0 CSL coupé a riempire i titoli dei giornali fin dall’inizio: per la prima volta, un team completo da competizione, dal veicolo che trasportava le vetture alla targhetta delle chiavi, sfoggiava lo stesso design.

Questo design era costituito da tre strisce di colore, blue, viola e rosso, su fondo bianco “brillante” che hanno caratterizzato l’aspetto di BMW Motorsport fino ad oggi.

Le coupé CSL con questi colori, presto riconosciute da tutti gli addetti dello sport motoristico, erano imbattibili. Hans-Joachim Stuck e Chris Amon portarono a casa il Touring Car Grand Prix al Nürburbring già alla loro prima uscita. BMW fu vincitrice assoluta della categoria turismo nella 24 Ore di Le Mans.

L’auto touring di maggiore successo della sua epoca: la BMW 3.0 CSL

La 3.0 CSL dream coupé, nella sua spettacolare livrea da gara, divenne di conseguenza la touring car di maggiore successo del momento, vincendo il Campionato Europeo sei volte tra il 1973 ed il 1979 e dominando la scena internazionale delle touring car per quasi un decennio. La BMW 3.0 CSL era pionieristica non soltanto per il suo design colorato, ma anche per tutta una serie di significative innovazioni tecniche: innanzitutto, dal 1973 era spinta dal primo motore BMW di sempre con sei cilindri e quattro valvole per cilindro. In secondo luogo, dal 1974 presentava un sistema prototipo di frenata antibloccaggio, molto prima che questa innovazione diventasse tecnologia standard sulla BMW Serie 7. E alla fine della sua carriera, con la configurazione di coupé turbo, la 3.0 CSL sviluppava una potenza massima che arrivava a 800 CV. Nel 1976, BMW Motorsport GmbH mandò in pista la più potente auto touring di BMW con Ronnie Peterson al volante; questa eccezionale versione della CSL montava un propulsore biturbo da 3,2 litri con una potenza volutamente ridotta a 750 CV.

La BMW Motorsport GmbH mantenne il suo processo di sviluppo, già collaudato, anche nella Formula 2: cinquanta motori BMW due litri quattro valvole andarono alla scuderia March, che poi vinse 11 delle 16 gare disputate. Nel 1973, Jean Pierre Jarier, a bordo di una monoposto spinta da un motore BMW, portò a casa il Campionato Europeo di Formula 2 al volante della sua March e questo motore dominò regolarmente per quasi dieci anni la categoria due litri, con Patrick Depailler (1974), Bruno Giacomelli (1978), Marc Surer (1979) e Corrado Fabi (1982) vincitori del titolo europeo con le loro monoposto BMW-March di Formula 2. Altri team furono altrettanto “elettrizzati” da questo due litri quattro cilindri costruito in oltre 500 esemplari, la gran parte dei quali sviluppava più di 300 CV.

Nel 1975, BMW Motorsport spostò l’attenzione sull’altra parte dell’Atlantico: ora l’azienda puntò alla Serie US IMSA, cercando al contempo di far conoscere la sigla “BMW” ad un mercato statunitense più vasto. Quando arrivò la fine dell’anno, il numero di cittadini statunitensi che conoscevano l’acronimo di BMW “Bavarian Motor Works” era cresciuto decisamente – e questo non rappresentò una sorpresa, poiché BMW vinse la categoria costruttori nel Campionato IMSA.

1976: la “scuola di piloti” diventa BMW Driver Training

Il 3 febbraio 1976, il Consiglio di Amministrazione di BMW decise di affidare a BMW Motorsport GmbH un altro compito: professionalizzare un’attività ancora conosciuta all’epoca come “scuola dei piloti”. Il compito originale affidato alla dirigenza dell’azienda era di organizzare 15 corsi all’anno con 20 partecipanti ciascuno presso le strutture di prova di BMW, nonché cinque ulteriori corsi con 100 partecipanti ciascuno su circuiti di gara – il tutto per un totale di 800 partecipanti all’anno. “Come azienda responsabile, per BMW nel suo insieme, di tutte le attività di sport motoristico, BMW Motorsport GmbH desidera aiutare il pilota durante la sua performance come parte del sistema uomo/macchina”. Questa era l’affermazione chiave nella prima pubblicazione del BMW Driver Training, affermazione che rimane valida a tutt’oggi.

Fin dall’inizio, una delle caratteristiche principali del BMW Driver Training era di fornire le vetture ai partecipanti; e questa filosofia non è cambiata fino ad oggi. Ciò significa che tutti i partecipanti hanno a disposizione le stesse vetture, in termini tecnici, e non devono preoccuparsi del consumo degli pneumatici e delle proprie autovetture. Per mettere in pratica questa filosofia, l’azienda costituì una sua piccola flotta di BMW 320i, all’epoca l’auto ideale per l’addestramento, vista la sua potenza massima di 125 CV. Tutte queste vetture presentavano sospensioni appositamente regolate, un differenziale a bloccaggio limitato con un’azione di blocco del 40 per cento, nonché un sedile avvolgente per il pilota. Quindi il primo “team” del BMW Drive Training era certamente ben preparato.

Il curriculum del BMW Driving Training era pronto per l’uso dopo i primi corsi di prova presso il Campo d’Aviazione Militare Manching vicino ad Ingolstadt, quando Rauno Aaltonen firmò ufficialmente come primo istruttore capo il 13 gennaio 1977. Infatti, Aaltonen sfruttò non soltanto la sua esperienza in pista, ma anche l’unico libro allora pubblicato sull’argomento: “Revolution at the Wheel” (“Rivoluzione al volante”) – un libro esclusivo che descriveva chiaramente il corso ed il suo curriculum e che andò esaurito nel corso di una notte. Fino ad oggi, il “finlandese volante” ha trasmesso le sue capacità uniche ai piloti BMW, anche se ormai da tempo egli si concentra maggiormente sulle tematiche della sicurezza.

Fanno presto la loro apparizione: la prima BMW stradale “extra-hot”

Verso la fine degli Anni Settanta, BMW Motorsport GmbH si concentrò quasi esclusivamente sulla costruzione di auto da corsa. La nuova BMW 320, entrata nel Gruppo 5, per esempio, continuò il grande successo della Serie 02. Molti clienti affezionati – non soltanto piloti di professione ma anche appassionati BMW nella vita di tutti i giorni – cercavano l’ M Power sulle strade normali ed è per questo che nacque la prima Serie 5 “hot” a partire dal 1974: la 530, la 533i e la 535i. Infatti, queste vetture erano superiori alle loro gemelle di serie, non soltanto in termini di motori, ma anche per la tecnologia utilizzata per le sospensioni e i freni, oggetto di attenzione particolare da parte degli ingegneri di BMW Motorsport GmbH. Berline “regolari”, quasi “normali” a prima vista, divennero quindi le prime quattro posti ad alte prestazioni a rivoluzionare il mondo delle auto sportive, grazie alla loro tecnologia sofisticata. Inizialmente, queste vetture vennero costruite e vendute soltanto in piccole quantità; ma presto la filosofia legata alle prestazioni divenne sempre più popolare. Alla fine del 1980, erano state vendute 895 unità derivate dalla prima Serie 5.

La grande rivoluzione nel mondo delle auto sportive nel 1978: la BMW M1

Il progetto successivo era orientato alla produzione della prima auto da competizione costruita da Motorsport GmbH e non derivata da un modello di serie: la BMW M1. Mentre BMW costruiva le componenti tecniche, la Lamborghini era incaricata di fornire la carrozzeria ed il telaio. Tuttavia, i problemi finanziari di Lamborghini portarono a ritardi notevoli. Infine, venne realizzata una nuova filiera produttiva e la costruzione della BMW M1 diventò qualcosa simile ad un puzzle. Il telaio veniva realizzato da Marchesi, la scocca in plastica rinforzata con fibra di vetro era realizzata dalla T.I.R, entrambe aziende con sede a Modena. La società ItalDesign di Giorgio Giugiaro le assemblava e provvedeva alla loro finitura interna. Le vetture venivano quindi trasportate a Stoccarda, dove la Baur installava tutte le componenti meccaniche.

Jochen Neerpasch, Managing Director di Motorsport GmbH, si unì a Bernie Ecclestone e a Max Mosley per creare la Serie ProCar come gara d’apertura nella maggiore parte dei Gran Premi europei di Formula 1 durante la stagione 1979/80.

Poiché il requisito minimo di produzione per l’omologazione nel Gruppo 4 della FIA era di 400 unità, la bassissima M1 a motore centrale alta appena 1,14 metri venne costruita anche come modello stradale. La prima vettura con la famosa lettera “M” fece il suo debutto sul mercato. Il prezzo della M1 da 277 CV era, nel 1978, di 100 mila marchi; ma la domanda superò di gran lunga l’offerta. Quando, dopo un anno, furono completate 130 vetture, c’erano ancora più di 300 ordinazioni in attesa. Fin dall’inizio, la M1 era l’auto sportiva stradale più veloce costruita in Germania, secondo le rilevazioni di un’importante rivista automobilistica: in una prova condotta nel 1979, l’M1 raggiunse una velocità massima di 264,7 km/h. “Si deve soltanto cambiare dalla quarta alla quinta a 213 km/h e quindi accelerare a fondo per raggiungere la massima velocità”, a giudizio dei collaudatori. Molti clienti apprezzarono tutto ciò, come fece anche il successivo campione mondiale di Formula 1 Alan Jones.

Eppure questo era poco rispetto alla versione da corsa: sviluppando 470 CV, la versione ProCar aveva una velocità massima di ben oltre 300 km/h. Fu su una di queste vetture che Niki Lauda, già due volte vincitore del Campionato di Formula 1, fece la sua grande apparizione nel 1979, vincendo tre delle otto gare M1 ProCar e finendo secondo in un’altra occasione. Negli USA, le M1del Red Lobster Team divennero presto autentiche automobili culto, eliminando tutti gli avversari nella classe IMSA GTO.

Motivata dal grandissimo successo dell’M1 e dalla sua grande immagine, la Motorsport GmbH decise di costruire un altro modello: partendo dalla Serie 5 normale, gli ingegneri svilupparono e costruirono l’M535i nel 1980, mutuando il sei cilindri due valvole dalla 645CSi. Con la potenza di 218 CV, questa Serie 5 divenne subito la regina della corsia di sorpasso.

La svolta in Formula 1 nel 1980: BMW crea il motore turbo per il Campionato Mondiale

Jochen Neerpasch lasciò la Motorsport GmbH nel 1980, sostituito da Dieter Stappert che prese il posto di Direttore del Reparto Corse. Paul Rosche, a sua volta, che era stato responsabile dei motori da gara BMW fin dal 1969, fu nominato Direttore Tecnico. Fu proprio Paul Rosche che divenne il protagonista quando BMW decise, nei primi Anni Ottanta, di dimostrare il suo potenziale anche ai vertici dell’automobilismo sportivo: nell’aprile 1980, BMW annunciò ufficialmente il suo ingresso nella Formula 1, dando agli ingegneri della Motorsport GmbH il via per lo sviluppo del primo motore BMW di Formula 1. Partendo da un quattro cilindri di soli 1.500 cc di derivazione di serie, il team di specialisti con il “mago” dei motori Paul Rosche creò un propulsore di Formula 1 dalla potenza incredibile di 800 CV. Il segreto che si celava sotto queste prestazioni era costituito dall’abbinamento della tecnologia a 16 valvole con un turbocompressore, concepito per la prima volta per la Formula 1 dalla Digital Motor Electronics.

La prima auto di prova fu messa in pista dopo soltanto un anno e nel 1982 Brabham partecipò al primo Gran Premio con un motore BMW. Fin dall’inizio, questo propulsore turbocompresso dimostrò la sua supremazia in pista, con il trionfo più grande che avvenne nel 1983: soltanto 630 giorni dopo il debutto del motore BMW di Formula 1, il pilota brasiliano Nelson Piquet vinse il Campionato Mondiale al volante di una Brabham BMW. Fino al 1987, con questa fantastica vettura, BMW vinse un totale di 9 Gran Premi.

I motori turbo BMW M non furono destinati soltanto al team Brabham. Anche la Arrows utilizzò motori M dal 1984 al 1986, così come l’ATS nel 1983/84 e la Ligier nel 1987. Nel 1986, Gerhard Berger vinse la gara in Messico con un’auto Benetton, realizzando l’ultimo trionfo di questo motore turbocompresso. Un anno più tardi, “Road and Track”, rivista americana dell’automobile, dimostrò le splendide performance della Benetton B 186 con Teo Fabi al volante: spinta da 900 cavalli, la monoposto di Fabi accelerò a 100 km/h in esattamente 4,8 secondi. Paul Rosche era fiducioso che questo quattro cilindri sarebbe stato capace di sviluppare in pratica molta più potenza: “sarà stata circa di 1.400 CV, ma non conosciamo la cifra esatta dato che il dinamometro del motore non poteva misurare oltre i 1.280 CV”.

Nel 1983 un altro importante evento avvenne quasi in sordina: la BMW Motorsport GmbH assunse ulteriori funzioni e responsabilità quando fu trasformata in un’azienda orientata alle performance. Di conseguenza, il numero di dipendenti della sussidiaria di grande successo della BMW fu ora portato a 380; ulteriori importanti responsabilità come organizzazione di sport motoristici, amministrazione e officine furono aggiunte allo sviluppo, al design e alle avanzate prove di prodotto BMW. Ciò portò alla realizzazione di singoli centri di sviluppo per tecnologie di motori e di sospensioni per dare impulso a queste attività. Inoltre, nel suo rapporto con i clienti, la Motorsport GmbH stava già offrendo da tempo molto più che una sofisticata tecnologia “soltanto” automobilistica e la vendita di accessori, tanto più che il desiderio crescente di clienti esigenti per auto costruite su misura e personalizzate già incideva su una quota significativa delle vendite.

Il sei cilindri BMW M1 montato anche su auto di serie: la M5 e la M635CSi

Nel 1984, la Motorsport GmbH colpì ancora, specialmente tutti gli appassionati di auto sportive ad alte prestazioni: il sei cilindri in linea con quattro valvole dagli alti regimi originariamente presente sulla M1 fece la sua apparizione sulla M635CSi Coupé e sull’M5. L’M5 in particolare, costruita in Preussenstrasse, divenne presto una leggenda nel mondo dei motori: l’M5 era un vero “lupo vestito da pecora”, con una potenza di 286 CV che superava per quasi tre volte quella della 518i. Mentre a prima vista l’M5 poteva difficilmente essere distinguibile dalla sua gemella di serie, la sua velocità massima di 245 km/h sorprendeva molti guidatori di grandi berline e di auto sportive quando l’M5 li lasciava al palo, nonostante tutti i loro sforzi di tenere il suo passo. Nacque così il termine “Executive Express”.

1986: Il debutto dell’M3, la touring car di maggiore successo di sempre

Dopo aver completato le sue attività nella Formula 1, la Motorsport GmbH concentrò tutte le sue energie sulle gare per auto touring. Nel 1986 ciò portò alla nascita della BMW M3, una berlina sportiva compatta a due porte che rappresentava il primo sviluppo parallelo della BMW nella produzione in serie e nello sport motoristico: la versione stradale, che richiedeva una produzione di almeno 5 mila unità nel giro di un anno per l’omologazione come auto turismo, era fin dall’inizio concepita per le gare e allestita in tutti i sensi per rispettare i regolamenti del Gruppo A. Poiché gli impianti in Preussenstrasse non erano in grado di gestire l’enormità dei compiti richiesti, la Motorsport GmbH si trasferì nella sua seconda sede di Garching, un sobborgo di Monaco, nel 1986.

Il risultato fu un grande successo per BMW sotto ogni punto di vista. Fin dall’inizio, l’auto da corsa di colore bianco brillante nella livrea BMW Motorsport portò a casa, in rapida successione, vittorie, trofei e titoli: nel 1987, il pilota italiano Roberto Ravaglia vinse il Campionato Mondiale Touring Car al volante di una BMW M3.

Sviluppando una potenza massima di 195 CV con il suo motore quattro cilindri e 16 valvole, con convertitore catalitico di serie, questa berlina dalle alte prestazioni divenne da quel momento il benchmark nel mondo dello sport motoristico.

Nei successivi cinque anni, l’M3 fu leader incontrastata sulla scena internazionale delle auto touring, portando a casa due Campionati Europei Touring Car, la vittoria nel Campionato Tedesco Touring Car (DTM) per due volte, nonché un gran numero di altri eventi e campionati internazionali, diventando così l’auto touring di maggiore successo.

L’M3 ebbe altrettanto successo come auto stradale per i clienti, raggiungendo un volume di vendite che nessuno si sarebbe aspettato: le vendite della prima BMW M3 raggiunsero più di 17.970 unità, compresi 600 modelli M3 Sportevolution da 2,5 litri, nonché 763 M3 cabrio costruite a mano. L’M3 dimostrò anche che le prestazioni sportive e le esigenze della protezione ambientale non sarebbero state necessariamente in contraddizione fra loro, in quanto l’M3 offriva uno standard di economia di consumi senza eguali, considerando la sua potenza e le sue prestazioni.

Un nuovo mercato: anche la seconda M5 concepita come touring car

Nel 1988 l’M5 entrò nella seconda generazione, con un motore sei cilindri originariamente da 3,6 litri e successivamente da 3,8 litri, con la potenza che aumentava prima a 315 e poi a 340 CV. Un altro cambiamento era costituito dal fatto che i motori non portavano più la sigla “M” nel loro codice interno di produzione, ma piuttosto una “S” che, da allora in poi, stava a significare l’origine dei propulsori BMW Motorsport GmbH. Il cliente era in grado di determinare subito la differenza, poiché le lettere “BMW” venivano ora sostituite con “M Power” sul coperchio delle valvole, proprio come sull’M3 quattro cilindri. La M5 veniva inizialmente introdotta come berlina e poi, all’inizio del 1992, come touring, per creare una sintesi unica di auto sportiva purosangue e veicolo sofisticato da trasporto.

Quando la successiva Serie 3 era pronta per fare il suo debutto nel 1990, Motorsport GmbH stava lavorando alla nuova BMW M3, che fu lanciata sul mercato nel 1992. La nuova vettura non era più dotata di spoiler vistosi e di passaruote allargati come quella che l’aveva preceduta. Piuttosto, la nuova M3, seguendo la tendenza del momento, presentava un look più discreto ed era riconoscibile per gli intenditori soltanto grazie a dettagli specifici, uno dei quali, naturalmente, era costituito dal rombo inconfondibile generato dal motore sei cilindri quattro valvole da tre litri che sviluppava la potenza massima di 286 CV. Questo M3 sei cilindri era anche il primo motore di BMW con fasatura variabile delle valvole VANOS, un sistema regolabile all’infinito che varia l’albero a camme di aspirazione a seconda della richiesta. Questo sistema, brevettato dalla BMW M, aumenta la coppia soprattutto a regimi di motore bassi e medi.

Un’altra caratteristica particolare di questa vettura, vista per la prima volta, era costituita dall’introduzione di un sistema di gestione del motore sviluppato da BMW con una capacità di 20 milioni di istruzioni al secondo.

L’Auto del Secolo: la seconda generazione della BMW M3

Sia i clienti sia i media hanno amato questa M3 fin dalla sua nascita. Le ordinazioni arrivarono immediatamente in gran numero ed i primi titoli e premi erano solo dietro l’angolo. I lettori di “Sport Auto”, la rivista tedesca dei motori la nominò la più agile delle BMW Serie 3, “Auto dell’Anno” non meno di due volte di seguito. In Francia, “Auto Plus”, dopo un confronto con altri modelli di fascia alta, scelse la M3 addirittura come “Auto del Secolo”. E subito dopo essere stata lanciata negli Stati Uniti, i Responsabili di “Automobile Magazine” conferirono all’M3 il premio come “Auto dell’Anno”, la prima volta in assoluto che questo premio veniva dato a un’auto di importazione.

Questa volta, furono comprese nella pianificazione, fin dall’inizio, sia una cabrio sia una berlina più orientata al comfort. Con una potenza massima di 295 CV, la M3 GT, prodotta in una piccola serie speciale, fece schizzare in alto il benchmark delle prestazioni. Tra il 1992 ed il 1996, la Motorsport GmbH costruì più di 85 Serie 3 quattro porte da corsa basate su questa M3, che, con Johnny Cecotto al volante, vinse il Campionato ADAC GT nel 1993 e fu poi lanciata alla conquista del mercato statunitense per le auto sportive. Quindi non fu una sorpresa che in seguito la PTG M3 da 400 CV vinse il titolo IMSA nel 1996.

L’acquirente veramente esigente era in grado di avere la sua M3, proprio come qualsiasi altra BMW, costruita secondo i suoi desideri personali, poiché la BMW Individual era già stata costituita dalla Motorsport GmbH nel 1992, a completamento delle attività esistenti dell’azienda. Interessando l’intera gamma di modelli BMW, questa azienda specializzata soddisfa i desideri e le preferenze di personalizzazione dei clienti, superando di gran lunga la gamma degli optional esistenti. La domanda è particolarmente sostenuta per verniciature insolite o per equipaggiamenti interni speciali, oltre ad elementi singolari e a sistemi elettronici di comunicazione professionali. Nel costituire la BMW Individual, la Motorsport GmbH ancora una volta diventò pioniera del mercato, aprendo anche le porte ad uno stile più personale nel mondo dell’automobile; si potrebbe dire come standard massimo di orientamento al cliente.

Con questa nuova linea di attività che si sviluppava e si espandeva a ritmi sostenuti, l’azienda si trovava a doversi adeguare ancora una volta: ci voleva un nuovo nome che coprisse l’intera gamma di attività, dato che un cliente che volesse avere personalizzata la propria vettura dalla BMW Individual o che volesse partecipare al BMW Driver Training, non avrebbe trovato ciò che cercava sotto il nome esistente “Motorsport GmbH”. Allora, cosa era meglio della leggendaria lettera “M”, definita all’interno dell’azienda come “la lettera più potente del mondo”? Quindi, a partire dal 1° agosto 1993, l’ex Motorsport GmbH si sarebbe chiamata BMW M GmbH.

Nel 1995, la più venduta BMW M3 fu potenziata ulteriormente, grazie ad un processo di evoluzione ad ampio raggio. Questa potenza extra – 321 CV con motore 3,2 litri, più di 100 CV per litro – stabilì un nuovo benchmark per la concorrenza e fu anche accompagnata da un ulteriore aumento della coppia. Fu utilizzata per la prima volta anche la fasatura variabile Double VANOS, il sistema avanzato con fasatura variabile degli alberi a camme di aspirazione e di scarico. Un altro elemento nuovo era costituito dal cambio manuale a sei velocità di serie per trasferire la potenza alle ruote posteriori.

Una conquista di valore mondiale nella tecnologia delle trasmissioni: SMG

Per quanto riguarda le trasmissioni, la BMW M GmbH divenne il primo costruttore automobilistico al mondo ad introdurre il Cambio Sequenziale M (SMG), offrendo questa esclusiva tecnologia sull’M3. Basato sul cambio convenzionale M3, l’SMG attiva elettroidraulicamente la frizione quando si cambiano le marce. Quindi, da ora in poi, il guidatore dell’M3 non deve più premere sul pedale della frizione ma è in grado di cambiare le marce istantaneamente semplicemente tirando o spingendo la leva del cambio su e giù di un livello. Mentre alcuni guidatori erano un pochino scettici all’inizio, nei confronti di questa nuova tecnologia, l’SMG sfondò subito sul mercato; e quasi ogni altra BMW M3 era dotata di questo tipo di cambio prima della fine della produzione.

Sempre nel 1995, un altro motore con M Power segnò un eccezionale trionfo: si trattava del grande sei litri 12 cilindri basato sul propulsore della 750i che portò la McLaren sportiva coperta alla vittoria nella 24 Ore di Le Mans. La tecnologia quattro valvole per cilindro, un albero motore in titanio ed una frizione in alluminio, conferivano al V12 la potenza massima di oltre 600 CV. Ancora una volta si trattava di un motore progettato e costruito da Paul Rosche che creò, insieme al direttore della McLaren Gordon Murray, la F1 come la più avanzata auto sportiva stradale.

Qualche anno dopo, nel 1999, la BMW festeggiò il suo più grande successo con questo propulsore, quando il BMW V12 portò a casa la vittoria assoluta nella leggendaria 24 Ore di Le Mans.

Ormai, tuttavia, il motore non era più un prodotto della M GmbH. La BMW Motorsport Ltd fu costituita nel Regno Unito verso la fine del 1995, assumendo tutte le attività motoristiche di BMW. Da allora, la M GmbH si è concentrata sui tre settori: BMW M Cars, BMW Individual e BMW Driver Training.

Le gemelle muscolose: La M Roadster e la M Coupé

La successiva auto sportiva che sfoggiò quella simbolica “M” sul cofano posteriore entrò poco dopo sul mercato nel 1997: la M roadster, quale massima espressione di guida in ogni senso, era più di una combinazione entusiasmante fra la Z3 roadster e il motore da 321 CV dell’M3. Questo perché, all’epoca, questa esclusiva automobile era anche la punta di diamante dello schieramento BMW roadster. L’M coupé che seguì poco dopo la roadster era un’auto sportiva purosangue dagli standard più elevati, anch’essa dotata del motore M3 e basata sulla M roadster, ma con un proprio carattere. Infatti, l’M coupé unisce una superiore agilità e prestazioni dinamiche di guida in una carrozzeria che offre non soltanto il piacere di guidare, ma anche vantaggi pratici nell’utilizzo quotidiano. Due sacche da golf, per esempio, trovano posto facilmente nel bagagliaio posteriore.

1998: L’M5 con il suo motore 8 cilindri da 400 CV

Nel 1998, gli ingegneri della BMW M GmbH introdussero la terza generazione della BMW M5, aprendo una dimensione completamente nuova in termini di dinamiche di guida in questo settore del mercato. Naturalmente, la discrezione era ancora una volta all’ordine del giorno nella creazione di questo modello dalle alte prestazioni al top della gamma della Serie 5. E’ proprio per questo motivo che soltanto un intenditore è in grado di riconoscere la nuova M5 dall’esterno, puntando l’occhio sulla fascia anteriore ridisegnata con l’ampia presa d’aria, sulle larghe ruote in lega leggera e sui quattro terminali di scarico già presenti sulla M Roadster e sulla M Coupé.

Per la prima volta, il cuore dell’M5 è un 8 cilindri totalmente nuovo che offre il massimo in termini di potenza e di coppia: la potenza massima è di circa 300 kW (400 CV) e la coppia massima è di circa 500 Nm. Come il modello precedente, la nuova M5 presenta sempre un cambio manuale ultra preciso e fluido a sei velocità.

2000: L’arrivo della terza generazione M3 con un nuovo entusiasmante design

Nel corso degli anni, gli ingegneri della BMW M hanno stabilito gli standard non solo nella tecnologia dei motori, ma anche dei telai e delle sospensioni; per esempio, nella terza generazione dell’M3. Quando debuttò nel 2000, l’M3 presentava i freni in materiali compositi, con dischi flottanti che univano i vantaggi di una migliore dissipazione del calore e di una maggiore durata rispetto ai sistemi tradizionali. Questa nuova BMW M3 offriva qualcosa di più sotto ogni punto di vista: più potenza, più prestazioni, più stile esclusivo. Parlando semplicemente di fatti e di cifre, ciò significava 343 CV, 365 Nm ed accelerazione da 0 a 100 km/h in 5,2 secondi. Inoltre, al contrario del modello precedente, la nuova M3, ancora una volta, esprimeva ancora meglio le sue eccezionali performance e qualità di guida, grazie ad un design veramente avvincente. Niente era cambiato per quanto riguardava la capacità dell’M3 di affrontare le situazioni stradali di ogni giorno. Rimaneva un’automobile ad alte prestazioni che continuava ad emergere come prima della classe, grazie alla combinazione di caratteristiche eccezionali.

Un anno dopo, l’M3 dismise la sua veste stradale e indossò una tuta da corsa. L’M3 GTR si allineò sulla griglia di partenza dell’American Le Mans Series con, per la prima volta, un motore quattro litri ad otto cilindri sotto il cofano. L’auto da corsa con le caratteristiche prese d’aria sul cofano e con il potente spoiler posteriore si dimostrò superiore sulle piste degli Stati Uniti e vinse il Campionato nella Classe GT – un premio appropriato per festeggiare il 30° anniversario della M GmbH nel 2002.

2003: la resurrezione della CSL

Festeggiamenti in tipico stile BMW: con lo sviluppo di un’auto molto speciale, l’M3 CSL. Le tre lettere stavano a significare “Coupé Sportivo Leggero” e questo, in pratica, diceva tutto. Il tetto, la console centrale e i pannelli delle portiere erano realizzati in plastica rinforzata con fibra di carbonio; il lunotto posteriore era più leggero e numerosi elementi nati per fornire maggior comfort venivano semplicemente eliminati. Mossa dal motore portato a 360 CV, la CSL era un’ auto dalle performance supreme nelle curve più strette che forniva una prova impressionante di questa sua capacità. Nei giri di prova, la vettura percorreva il North Loop del Nürburgring in 7 minuti e 50 secondi, tempo che era eccezionale per questa classe di auto. Nel 2003, la CSL veniva lanciata sul mercato e tutte le 1.383 unità prodotte furono vendute nel giro di pochi mesi.

Nel frattempo, l’M3 GTR veniva riposta nei garage, non potendo più competere, poiché i regolamenti statunitensi erano stati cambiati.

Tuttavia, la Serie 3 spinta da un motore otto cilindri era troppo giovane e competitiva per essere mandata in pensione. Fu modificata e preparata per gare di endurance sul circuito del Nürburgring. Il successo fu incredibile. Nel 2004, l’M3 GTR festeggiò una spettacolare vittoria, conquistando il primo e il secondo posto alla 24 Ore dell’Eifel – ripetendo l’exploit l’anno successivo.

2004: l’M5 e l’M6 con il dieci cilindri

Dall’inizio del nuovo millennio, non è passato un anno senza che una vettura M abbia fatto notizia. Nell’autunno del 2004, la nuova M5 si faceva sentire dopo che il modello precedente aveva superato la barriera delle 20.000 unità costruite. Quest’automobile, la più aristocratica fra le vetture della Serie 5, era la più potente mai realizzata: cinque litri di cilindrata, dieci cilindri, 507 CV di potenza, 520 Nm e regimi che superavano la barriera degli 8.000 giri. Questi dati mettevano in evidenza la separazione tra l’auto destinata all’uso stradale e quella per le gare in un modo che nessuno aveva mai visto prima.

Ancora una volta, le performance della quarta generazione dell’M5 stabilivano il benchmark nel segmento delle potenti berline sportive. La potenza era aumentata di oltre il 25 per cento, rispetto a quella precedente, ad otto cilindri; l’M5, infatti, superava la soglia magica dei 100 CV/litro. La sua potenza specifica era quindi al livello dello sport motoristico. L’interazione del motore V10 ed il cambio a sette velocità SMG permetteva prestazioni che superavano di gran lunga quelle di altre berline di serie. L’accelerazione da 0 a 100 km/ richiedeva appena 4,7 secondi e l’ago del tachimetro arrivava a 200 km/h dopo circa 15 secondi. In genere, la velocità era limitata elettronicamente a 250 km/h.

L’M6 seguì dopo pochi mesi con lo stesso motore. Il telaio poteva essere regolato per mezzo di un pulsante e, come l’M3 CSL, la grande coupé aveva un tetto realizzato in fibra di carbonio. Naturalmente, l’M6 poteva essere più veloce dei 250 km/h limitati dall’azienda. La BMW quindi offriva un incremento nella velocità massima accompagnato dall’addestramento dei guidatori su un circuito chiuso.

Nel 2006, la M GmbH allargò il suo portafoglio di prodotti, realizzando una nuova generazione di auto sportive con la nascita della BMW Z4. La Z4 M Roadster e la Z4 M Coupé erano dotate del formidabile sei cilindri da 343 CV derivato dall’M3 che spingeva le due posti fino a 250 km/h.

Una dozzina di auto da gara ufficiali vennero create sulla base della coupé. Esse erano spinte da un sei cilindri portato a 430 CV e, generalmente, battevano la concorrenza in pista. Undici delle sedici gare nel Campionato VLN Endurance di Nürburgring andarono alle Z4 Coupé nel 2009 e nel 2010. A partire dal 2010, il modello successivo fu chiamato Z4 GT3, una versione da gara dell’attuale Z4 Roadster con un motore otto cilindri 4,4 litri per gli amanti dello sport motoristico.

2007: la prima BMW M3 con otto cilindri

Dopo 15 anni, nel 2007, un nuovo motore montato sulla nuova generazione di M3 sostituì l’eccezionale sei cilindri in linea che aveva vinto per diverse volte il premio “Motore dell’Anno”. Per la prima volta, fu realizzato un motore otto cilindri per la coupé e per la berlina che venne lanciata poco dopo. Il nuovo motore V8 generava una potenza di 420 CV con una cilindrata di 3.999 cc. Circa l’85 per cento della coppia massima di 400 Nm era disponibile a un regime di 6.500 giri/min. La potenza fu trasferita alle ruote posteriori mediante un cambio manuale a sei velocità e ad un differenziale completamente nuovo sull’assale posteriore. Per la coupé, in particolare, gli ingegneri di design ancora una volta utilizzarono una struttura leggera. Le esperienze positive con altri modelli M portarono alla realizzazione del tetto in plastica rinforzata con fibra di carbonio e alla creazione del cofano motore in alluminio.

Tre decenni dopo l’inizio della produzione del primo modello di serie, la BMW M GmbH aveva consegnato, nel 2008, il 300.000° veicolo. Nel frattempo, il portafoglio veicoli della BMW M GmbH si era ampliato a nove modelli. Le automobili montavano motori che derivavano le loro caratteristiche esclusive dallo sviluppo degli alti regimi: sei cilindri in linea con 343 CV sulla BMW Z4 M Roadster e sulla BMW Z4 M Coupé; motori V10 con 507 CV sulla BMW M5 e sulla nuova BMW M5 Touring, nonché sulla BMW M6 Coupé e sulla BMW M6 Cabrio. La M GmbH ha anche fatto registrare una significativa crescita nella vendita di pacchetti sportivi, resi disponibili, nel frattempo, per i modelli della BMW Serie 1, della BMW Serie 3, della Serie 5 e della BMW Serie 6, nonché per la BMW X3 e per la BMW X5.

2009: Il turbo ritorna con i muscoli come propulsori del futuro

Ciò significava naturalmente che ora l’espansione stava davvero iniziando a decollare. Il carattere ad elevate prestazioni delle automobili prodotte dalla BMW M GmbH veniva trasferito innanzitutto sul segmento dei modelli BMW X, con la BMW X5 M e la BMW X6 M nel 2009. Lo sviluppo portava ad un nuovo motore V8 di eccezionali performance, le cui caratteristiche venivano concepite su misura per la natura dei due modelli. Il motore M da 555 CV con TwinPower Turbo era il primo propulsore del mondo a presentare un collettore di scarico che sormontava la fila dei cilindri ed una tecnologia Twin Scroll Twin Turbo. Il turbocompressore e i convertitori catalitici erano posizionati nello spazio a “V” tra le fila dei cilindri. Questa configurazione produceva la risposta spontanea tipica dei motori M e sviluppava una potenza lineare, permettendo inoltre un uniforme sviluppo della coppia.

Quello stesso anno, la BMW M GmbH sviluppava un’auto estremamente atletica basata sulla BMW M3 Coupé per clienti che avevano esigenze particolari per quanto riguardava le caratteristiche prestazionali dei propri veicoli. Il modello era anche adatto per le corse in gare sportive di club. La BMW M3 GTS veniva costruita negli stabilimenti di produzione della BMW M GmbH esclusivamente su richiesta dei clienti. Le modifiche orientate all’utilizzo sportivo comprendevano la tecnologia della trasmissione e del telaio, nonché la carrozzeria e gli interni. I princìpi di design ed i dettagli tecnici derivati  direttamente dallo sport motoristico definivano il motore otto cilindri con una cilindrata portata a 4,4 litri ed una potenza aumentata a circa 450 CV.

Oggi: un’azienda molto focalizzata sulle performance elevate

Alla fine del 2010, la M GmbH ampliava di nuovo la sua gamma di prodotti, presentando la Serie 1 Coupé, un’auto da 340 CV nella classe compatta. Il sei cilindri in linea con M TwinPower Turbo ed iniezione diretta di benzina non doveva fare fatica con un veicolo così leggero e muscoloso; ovvio, visto il rapporto potenza/peso di appena 4,4 kg per CV. Pochi mesi più tardi, usciva la nuova M5, con un otto cilindri turbo di nuova concezione con 560 CV ed una velocità massima che arrivava a 305 km/h.

La M diventa diesel

Quarant’anni dopo aver gettato le fondamenta della M GmbH, gli esperti della guida sportiva hanno rivolto la loro attenzione ad un nuovo progetto: la BMW M Performance Automobile rappresenta l’ampliamento della gamma di modelli con una chiara focalizzazione sulle prestazioni atletiche e potenzialità su strada senza limiti, nonché su un’elevata efficienza. La nuova categoria di prodotti è stata lanciata con quattro modelli: la BMW M550d xDrive Berlina, la BMW M550d xDrive Touring, la BMW X5 M50d e la BMW X6 M50d. Il cuore di queste vetture è un nuovo sei cilindri in linea diesel sviluppato con tre turbocompressori e con una potenza di 381 CV e realizzato esclusivamente per le automobili BMW M Performance.

Il BMW Group

Il BMW Group, con i marchi BMW, MINI, Husqvarna Motorcycles e Rolls-Royce, è uno dei costruttori di automobili e motociclette di maggior successo nel mondo. Essendo un’azienda globale, il BMW Group dispone di 29 stabilimenti di produzione dislocati in 14 paesi e di una rete di vendita diffusa in più di 140 nazioni.

Il BMW Group ha raggiunto nel 2011 volumi di vendita di 1,67 milioni di automobili e oltre 113.000 motociclette nel mondo. I profitti lordi per il 2011 sono stati di 7,38 miliardi di Euro, il fatturato è stato di 68,82 miliardi di Euro. La forza lavoro del BMW Group al 31 dicembre 2011 era di circa 100.000 associati.

Il successo del BMW Group è fondato su una visione responsabile e di lungo periodo. Per questo motivo, l’azienda ha sempre adottato una filosofia fondata sulla eco-compatibilità e sulla sostenibilità all’interno dell’intera catena di valore, includendo la responsabilità sui prodotti e un chiaro impegno nell’utilizzo responsabile delle risorse. In virtù di questo impegno, negli ultimi sette anni, il BMW Group è stato riconosciuto come leader di settore nel Dow Jones Sustainability Index.

www.bmwgroup.com

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Le attese iniziarono nell’agosto del 1985. Quell’estate, le riviste automobilistiche tedesche cominciarono a far salire l'attesa dei loro lettori per la BMW Serie 3 più veloce di tutti i tempi. I dati salienti facevano presagire un’auto sportiva che sarebbe stata ben al di sopra della sua classe: 200 CV, velocità massima superiore ai 230 km/h, accelerazione da fermo a 100 km/h in 6,7 secondi o meno. Tuttavia, le notizie indicavano che “i guidatori più dinamici della BMW Serie 3” avrebbero dovuto aspettare fino a metà del 1986. I commentatori avevano visto giusto su quell’attesa. Ma una previsione era totalmente sbagliata: chiunque “volesse appartenere al team di serie A avrebbe dovuto disporre di un motore turbocompresso”. Non era vero. La BMW M3 divenne l’auto turismo di maggiore successo nella storia dell’automobilismo sportivo.

Il progetto M3 era stato lanciato soltanto pochi mesi prima. La produzione dell’auto sportiva M1 con motore centrale era già stata sospesa da tempo e il CEO di BMW, Eberhard Von Kuenheim, commissionò – quasi casualmente, secondo la leggenda – un progetto per l’auto che l’avrebbe sostituita. Dopo una delle sue normali visite alla Motorsport GmbH in Preussenstrasse a Monaco, mentre si avviava verso la porta, disse: “Sig. Rosche, ci serve un motore sportivo per la Serie 3”. Le sue aspirazioni erano in buone mani. Con il suo responsabile dello sviluppo tecnico Paul Rosche, la Motorsport GmbH aveva dimostrato le sue competenze con le leggendarie Serie 5 berline spinte da propulsori M, nonché con il motore turbocompresso per la Formula Uno che portò il pilota brasiliano Nelson Piquet al titolo mondiale del 1983 al volante di una Brabham BMW.

Motorizzazione: propulsore quattro cilindri di 2,3 litri con quattro valvole
per cilindro

Il nuovo motore della Serie 3 aveva qualcosa in comune con quello: il basamento. Nasceva dalla produzione in serie ed effettivamente costituiva la base per il motore due litri quattro cilindri. Quattro cilindri significavano meno peso e maggiore coppia, una piattaforma ideale per un motore sportivo nella classe di cilindrata desiderata. Naturalmente, il quattro cilindri di serie era troppo docile per diventare un motore sportivo. Ci voleva un’iniezione di potenza per trasformare il coraggioso cavallo da lavoro in un puledro atletico e sportivo. Gli ingegneri progettisti di BMW aumentarono la cilindrata a 2,3 litri e applicarono una formula che aveva già avuto successo: quattro valvole per cilindro. C’era anche un’altra ragione per la decisione di adottare un quattro cilindri e non il sei cilindri introdotto sulla BMW Serie 3. L’albero più lungo del motore sei cilindri iniziava a vibrare molto prima di quello più corto del quattro cilindri. Gli ingegneri quindi progettarono l’albero motore della BMW M3 con una stabilità torsionale sufficiente per arrivare a 10.000 giri al minuto ed oltre. Rispetto al motore quattro cilindri montato sui veicoli di serie, ciò rappresentava un aumento di oltre il 60 percento. La velocità per la versione stradale della BMW M3 era ancora significativamente al di sotto dell’intervallo critico a 6.750 giri/min e quindi offriva ampio spazio per ulteriori sviluppi.

Come ricorda Paul Rosche: “Iniziammo immediatamente a lavorare. Un vantaggio era che il grande sei cilindri aveva originariamente la stessa distanza tra i cilindri di quella del motore a quattro cilindri. Tagliammo quindi due camere di combustione dalla testa del sei cilindri della M88 e imbullonammo un pannello per coprire il buco sulla parte posteriore”. Ciò significava che il nuovo motore quattro cilindri aveva un secondo ‘progenitore’: il sei cilindri che aveva inizialmente fatto scalpore sulla M1 e che, nel frattempo, aveva trasformato la M635CSi in una delle coupé più veloci del mondo. Paul Rosche continua il suo racconto: “Ci crediate o no, avevamo creato un eccezionale motore quattro cilindri per la Serie 3 nel giro di due settimane. Identificato durante lo sviluppo col nome S14, questo motore era destinato a lasciare un segno nello sport e nella produzione in serie negli anni a venire. Una domenica, guidai l’auto fin sotto casa di von Kuenheim, dove gliela consegnai per fare un giro di prova. Quando tornò, mi disse: ‘Bene. Mi piace’. E così nacque l’M3”.

A differenza dell’auto sportiva con motore centrale, la nuova BMW M3 non sarebbe stata costruita a mano in pochi esemplari. Questa vettura sarebbe stata prodotta come automobile di grande serie su una catena di assemblaggio. Era destinata a competere in gare automobilistiche turismo derivate dalla produzione, o più precisamente come auto da corsa Gruppo A, definita come “produzione”, di cui devono essere costruiti almeno 5.000 esemplari nello spazio di dodici mesi consecutivi, secondo l’allegato ‘J’ dei regolamenti automobilistici sportivi internazionali. Naturalmente, ciò significava che l’M3 doveva essere in grado di essere utilizzata per l'uso stradale quotidiano.

The anticipation began in August 1985. That summer Germany’s automobile magazines built up their readers’ expectations for the fastest 3 Series BMW of all times. The key data revealed a sports car that would punch way above its class: 200 hp, top speed in excess of 230 km/h, sprint from a standing start to 100 km/h inside 6.7 seconds. However, the story was that “the most dynamic BMW 3 Series drivers” would have to wait until mid-1986. The pundits were right on that count. But one prediction missed the mark by a mile: anyone who “wants to be in the A Team needs to be turbocharged under the bonnet”. Not true.

The BMW M3 became the most successful touring car in motor-sport history. The M3 project was launched just a few months earlier. Production of the M1 mid-engine sports car had already been discontinued for some time and BMW CEO Eberhard Kuenheim commissioned a design for a successor, almost as an aside, according to legend. After one of his regular visits to Motorsport GmbH in Munich’s Preußenstraße he said, almost as he was leaving: “Mr. Rosche, we need a sporty engine for the 3 Series.” His aspiration was in good hands. Motorsport GmbH with its managing director of technical development Paul Rosche had demonstrated its expertise with the legendary 5 Series saloons driven by M engines as well as developing the Formula 1 turbo engine that powered Brazilian Nelson Piquet to win the World Championship in the Brabham BMW in 1983.

The new 3 Series engine had something in common with this: the crankcase. It originated from volume production and actually formed the basis for the two-litre engine with four cylinders. Four cylinders meant less weight and high torque, an ideal platform for a sports engine in the projected displacement class. Naturally enough, the series four-cylinder engine was much too tame for a sports engine. A comprehensive power boost was called for in order to turn the plucky daily workhorse into an athletic and sporty power unit. The BMW design engineers increased the displacement to 2.3 litres and applied a formulation that had already achieved significant successes over a period of many years: four-valve engineering. There was also another reason for the decision to opt for a four-cylinder engine and not adopt the six-cylinder engine introduced in the BMW 3 Series. The longer crankshaft in the big engine started to vibrate much earlier than the shorter four-cylinder shaft. The design engineers therefore designed the crankshaft drive of the BMW M3 with sufficient torsional stability to achieve 10,000 revolutions a minute and more. By comparison with the four-cylinder engine installed in the series vehicles, this represented an increase of more than 60 percent. The rated speed for the road version of the BMW M3 was still significantly below the critical range at 6,750/min and therefore offered sufficient scope for further developments.

Paul Rosche recalls: “We started work immediately. One advantage was that the big six-cylinder engine originally had the same cylinder gap as the four-cylinder engine. We therefore cut two combustion chambers off the four-cylinder head of the M88 and bolted a panel over the hole on the rear side.” This meant that the new four-cylinder engine had a second forebear. The six-cylinder engine that had initially created a sensation in the M1 and had meanwhile transformed the M635CSi into one of the fastest coupés in the world. Paul Rosche: “Whether you believe it or not – we had created an outstanding four-cylinder engine for the 3 Series within the space of two weeks. Under the development name S14, this engine was to generate headlines in sport and in volume production over the years to come. One Sunday, I drove to von Kuenheim’s flat and gave him the car for a test drive. When he came back he said: ‘Good, I like it.’ And that’s how the M3 came into being." 

Il Festival della Velocità a Goodwood, nel sud dell'Inghilterra, si colloca
accanto alla Mille Miglia e al Concorso d'Eleganza di Villa d'Este come uno
degli eventi più importanti nel calendario 2002 per le auto d'epoca. Quest'anno
si celebra inoltre il decimo anniversario del revival della famosissima corsa,
che fu lanciata originariamente nel 1948 dal nonno dell'attuale Conte Lord
March e resuscitata come appuntamento rievocativo nel 1993. Il Gruppo BMW è
coinvolto anche quest'anno con una gamma di rari modelli della collezione BMW
Mobile Tradition. Dal 12 al 14 luglio 2002, auto e moto sportive BMW faranno la
loro apparizione sul tracciato della corsa nei terreni storici di Goodwood
House, guidate da una schiera di celebrità del mondo delle corse.

Il Festival della Velocità di Goodwood gode di un'eccellente reputazione tra i
fans dei motori. È l'unico evento in cui gli spettatori possono vedere 100 anni
di storia delle competizioni motoristiche in azione. Sono circa 100 mila gli
appassionati che ogni anno accorrono per vedere moto e auto di ogni categoria
ed età impegnate in duelli uno contro uno sui 3 chilometri del circuito.
Spettatori inevitabilmente vicini, dal momento che la carreggiata del tracciato
ha una larghezza appena superiore ai 3 metri. Spettacolari manovre di sorpasso
sono un marchio distintivo di questo eccitante appuntamento.

Il Gruppo BMW, rappresentato dalla Divisione Mobile Tradition, sarà allineato
sulla griglia di partenza in molte categorie, lanciandosi giù per la collina
che sovrasta Goodwood House.

Per omaggiare il 75° anniversario della Mille Miglia, la storica corsa
endurance, BMW farà gareggiare tre modelli 328 Sport, due roadster ed un coupé.
Furono tutti costruiti tra il 1938 e il 1940, specificatamente per la gara
italiana. Il coupé è l'auto che vinse l'edizione del 1940 con Von
Hanstein-Baumer, uno dei trionfi più grandi nella storia pre-bellica di BMW.
Questi modelli saranno guidati a Goodwood da Jim Proffit, proprietario della
328 vincitrice del 1940, dal 7 volte vincitore della Mille Miglia Storica
Giuliano Cané e da un team composto da Costantino Franchi (organizzatore della
rievocazione storica della famosa corsa bresciana) e Michael Ganal, membro del
board BMW e responsabile per le Vendite e il Marketing.

All'incirca 75 anni fa anche il Nürburgring vide disputare la sua prima corsa
agonistica. Al fianco della BMW 2000 TI con cui Hubert Hahne colse nel 1966 il
primo giro record sotto i 10 minuti per auto a ruote coperte, anche la BMW X5
Le Mans gareggerà in questa categoria. Questo prototipo è basato sulla BMW X5 e
monta un propulsore da 700 CV e l'impianto frenante della BMW LMR V12 che ha
vinto a Le Mans nel 1999. Un esemplare unico che è stato guidato soltanto una
volta, quando Hans-Joachim Stuck percorse il vecchio North Loop (la versione
lunga del circuito) in 7 minuti 49 secondi e 92 centesimi. Con Hahne e Stuck,
saranno presenti a Goodwood due leggende del Nürburgring.
BMW gareggerà anche in altre categorie, con uno sguardo volto a dimostrare la
purezza del suo passato motoristico sportivo. Il Professore dei Rally, Rauno
Aaltonen, sta equipaggiando una BMW 2002 Gr. 2, Hubert Hahne una Chevron BMW
B21, che corse nel Campionato Mondiale Sports Car del 1972. Gli anni 70 saranno
rappresentati sia da Marc Surer e dalla March BMW 792 con cui vinse il titolo
europeo di Formula 2 nel 1979, che da Bruno Giacomelli con la sua BMW M1 che
vinse il Campionato Procar 1979. L'unico titolo mondiale Superturismo mai
assegnato alla BMW andò a Roberto Ravaglia nel 1987. A Goodwood Andreas
Bovensiepen guiderà la BMW M3 (E 30), la vettura da turismo che ha vinto più di
qualunque altra vettura.

Un altro storico evento sarà infine celebrato a Goodwood. Williams, uno dei
team di maggior successo in Formula 1, festeggia il suo 25° anniversario. Per
augurare alla scuderia un felice compleanno, Ralf Schumacher sarà presente con
la BMW-Williams FW 23 della scorsa stagione. Ai modelli che correranno a
Goodwood si aggiungerà una BMW Alpina Roadster V8 ed una BMW M3 Cabrio. In una
gara dimostrativa per vetture super-sportive, mostreranno come il dinamismo non
è un attributo esclusivo dei piloti da corsa BMW.

La prova che il passato sportivo di BMW non riposa interamente sulle quattro
ruote è fornita da uno straordinario ventaglio di motociclette da corsa
vincenti della Casa bavarese. La R 51 RS cavalcata dal campione ungherese del
1939 documenta un tempo in cui le due ruote BMW erano immediatamente
riconoscibili dai fans per la loro verniciatura nera. Gli anni 70 sono
rappresentati da Helmut Döhne e Herbert Enzinger sulla R 90 S, che vinse la
Production TT nel 1976, e dalla moto che fece sensazione nella Battaglia delle
Bicilindriche del 1990. Il più recente coinvolgimento agonistico di BMW è
rappresentato dal campione mondiale endurance in carica Brian Morrison, con una
BMW Boxer Cup R 1100 S, e dal capo della divisione Sportiva Moto del Gruppo BMW
Berthold Hauser, che a Goodwood sarà in sella ad una R 900 RR.

Gli spettatori che desiderassero conoscere meglio il passato agonistico di BMW
possono visitare il padiglione della Casa di Monaco di Baviera, solo
casualmente l?unico ad essere presente al Festival della Velocità di Goodwood.
Scopriranno così la storia di successi sportivi, su due e quattro ruote, che
accompagnano da sempre il marchio BMW.