Munich/Milan. Presenting A Garden of Curiosity – an immersive installation cocreated by MINI and Paul Smith for the Salone del Mobile. Set in the historic Palazzo Borromeo d’Adda in Milan, A Garden of Curiosity adds yet another highlight to the rich history the collaborators already share. Connected by their British heritage and iconic designs, the two design houses come together to celebrate optimism, curiosity and innovative spirit. The installation combines Paul Smith’s signature use of colour with the eye for detail for which MINI is renowned and invites visitors to explore and enjoy the playful world of design. 

“Paul Smith and MINI complement one another perfectly, as our collaboration for this project demonstrates once again. We are united by the joy of design, and our shared enthusiasm for craftsmanship, innovation and individuality makes A Garden of Curiosity an experience full of colour, sound and expression,” said Holger Hampf, Head of MINI Design.

Visitors immerse themselves in colour and sound: an experience for all the senses

Set amid the enchanted garden of the Palazzo Borromeo d’Adda, the installation is accessed via a wooden footbridge that takes visitors across the courtyard and through a red door. The door represents a symbolic invitation to look and see. On the other side is the green space created by MINI and Paul Smith. It consists of pathways that are lined with plants and grasses and lead to open platforms and cubic installations. The iconic Paul Smith Signature Stripe runs discreetly through the garden as a recurring design element. Architecture, textures, colour and sound converge to create sensory experiences. 

Interactive theme rooms

The Colour Theory Room acts as a visual intersection between Paul Smith’s signature colour palette and the colours of the new MINI Paul Smith Edition. Visitors can arrange colour samples on an interactive wall, the overall picture changing constantly throughout the day with each new personal design. In keeping with the philosophy of Sir Paul, the wall also gives visitors the opportunity to experiment with colour combinations.  

The Listening Room builds on this experience with Sir Paul’s voice recordings, highlighting the importance of colour theory. Another open platform invites visitors to experience the space with all their senses, allowing them to consciously enjoy a moment away from the hustle and bustle of Milan.

Adding the joy of discovery to the installation, the new MINI Cooper Convertible Paul Smith Edition is waiting to be found and invites visitors to take a closer look. Its appearance and details not only reflect Paul Smith’s distinctive style, but also capture the brand’s playful, optimistic and independent spirit. This exclusive highlight of the installation merges into the charming overall scene.

“I’ve always adored my visits to Milan for Salone del Mobile and I’m delighted to be back in the city to introduce the world of design to my new MINI. I look forward to sharing this special project with you all,” said Sir Paul Smith.

Heritage meets curiosity

Walking through the courtyard to the installation, visitors are immersed in the history of MINI and Paul Smith. Here, they can explore three cars from the collaboration between the two companies, which stretches back to 1998: the Paul Smith 40th Anniversary Mini, the MINI STRIP by Paul Smith and another MINI Cooper from the latest Edition. The specially created colour Nottingham Green adds stylish accents to the Edition’s mirror caps, octagonal radiator grille and wheel hub covers with Paul Smith lettering. A selection of others details also reflect the distinctive style of Paul Smith and ensure this MINI Edition captures the essence of ‘classic with a twist’. 

The Paul Smith 40th Anniversary Mini: A one-off car from 1999, whose bodywork morphed into a living work of art with 86 stripes in 26 colours. The interior also contained surprising use of colour (e.g. the lime green glove compartment) and highlighted Paul Smith’s playful style.

The MINI STRIP by Paul Smith: Another one-of-a-kind creation, the MINI STRIP of 2021 – based on the MINI Cooper  – was reduced to the essentials, as per the principle of ‘less is more’. The minimalist design put the focus on construction and function, with the aim of showcasing a new-at-the-time, responsible approach to design.

A Garden of Curiosity will be open on 21 – 26 April 2026 as part of the Salone del Mobile in Milan. It can be visited in the House of MINI at Via A. Manzoni 41 each day between 10.00 a.m. and 7.00 p.m.

• Le Rossignol: the name of the house in which Sir Henry Royce’s designers and engineers lived in the South of France
• French for ‘the nightingale’, Le Rossignol was named as a tribute to Rolls-Royce’s Derby factory
• Henry Royce personally designed the Derby factory on Nightingale Road
• Nightingale Road was home to Rolls-Royce motor car production from 1908 to 1939
• Royce later built Le Rossignol near Villa Mimosa, his residence in the South of France
• Le Rossignol reflects Royce’s pursuit of creative focus and deep connection with the Côte d’Azur

 
“The time Sir Henry Royce spent on the French Riviera offers a more private view of how he worked. Le Rossignol, which was purpose-built as a residence for his designers and engineers, adjacent to his house, became a setting for focused creativity, where ideas were formed, tested and refined. That it was named as a heartfelt tribute to Nightingale Road, the Rolls-Royce factory in Derby which Sir Henry himself personally designed, only adds to the significance of this special location in Rolls-Royce’s story. Sir Henry’s closeness to his creative team, and his belief in their ability to achieve remarkable things, remains a point of pride at Rolls-Royce Motor Cars today. It lives on in the work that demands the most from us and matters most to our clients.”
Domagoj Dukec, Director of Design, Rolls-Royce Motor Cars

During the later years of his life, Sir Henry Royce spent each winter at his private residence on the French Riviera. The villa, named La Mimosa, was built in the hills above the village of Le Canadel in 1911, after Sir Henry had visited the area during a period of rest after the intense effort of establishing Rolls-Royce’s manufacturing base at Nightingale Road, Derby.

In addition to La Mimosa, Royce had two other houses built: Le Bureau served as a design studio, and Le Rossignol – French for ‘the nightingale’ – was the house in which the designers and engineers lived. It was very important to Royce that the designers and engineers were close to him, so they were able to bring their respective visions to reality quickly.

Le Rossignol’s naming was a heartfelt tribute to Nightingale Road, where Royce had personally designed the factory buildings, down to their internal layout, in 1908. He also revealed his genius for logistics, orchestrating the transfer of plant and machinery from the previous Manchester site without a single day’s delay in production. The name Le Rossignol commemorated Sir Henry’s achievements in Derby, and reflected the purpose of this new building: a quiet space where ideas could be developed, tested and perfected to Royce’s standards.

Royce often invited his most trusted engineers and designers to visit him at La Mimosa, many of whom stayed at Le Rossignol while working closely with him. Despite the tranquillity of the French Riviera, he remained obsessive in his commitment to precision and productive use of time.

One visiting engineer recounted how he was once invited to listen to some records with Royce. Expecting an evening of music, he was instead handed a set of recorded French language lessons. When the guest remarked that this was not what he had anticipated, Royce replied: “No time for leisure. We must use every moment to learn.”

Yet even with such discipline, Royce found moments of pleasure on the Riviera. In a rare moment of levity, he was photographed on the balcony of La Mimosa, playing the flute in the sunshine with the renowned British sculptor Francis Derwent Wood. He also took every opportunity to test his creations on the winding corniches near Le Canadel, often driving them himself.

Even when unwell, Royce couldn’t resist the thrill of his motor cars’ performance. On one journey back to England for emergency surgery, with Commercial Managing Director Claude Johnson at the wheel, Royce noticed a car gaining behind them and urged Johnson to accelerate, insisting: “A Rolls-Royce should never be overtaken.” As the motor car drew closer, Royce recognised its outline and said: “Don’t worry. It’s one of ours.”

The Riviera remained Royce’s sanctuary until his death in 1933, and was a place where nature, design and discipline coexisted. The legacy of Le Rossignol, both as a name and a place of disciplined creation, endures quietly within the Rolls-Royce story: an echo of the brand’s creative heritage that continues to inspire today.

Munich. The BMW Museum opened its doors to more than 847,000 guests last year – a new record. Highlights included the arrival of the exhibition “Belle Macchine. Italian Automotive Design at BMW” and the “50 Years of BMW Art Cars and the BMW 3 Series” special exhibition, which was replaced by a 50th anniversary celebration for the BMW 6 Series. Since the market launch of its founding father in spring 1976, the 6 Series has grown into a trailblazing design classic. And the original car can still claim the longest production run of any BMW model series – at 13 years. The new exhibition, which explores every aspect of the car fondly known as the “sharknose”, will be open to visitors in the BMW Museum’s Rotunda until the end of January 2027. It is accompanied by a “floating” body-only model of the 6 Series outside the Museum building and by a selection of cars in the Art Car Gallery and the permanent exhibition’s “car tower”.

One of the BMW greats, then as now.
The BMW Museum is recalling 50 years of BMW 6 Series history through a selection of hand-picked exhibits. BMW set new standards in automotive construction with the introduction of the 6 Series in the mid-1970s. “For five decades now, the BMW 6 Series has been a paragon of elegance, sporting potency and long-distance comfort,” says Helmut Käs, Head of BMW Group Classic and BMW Museum. “This iconic design has established itself as one of the most influential in BMW history and is highly valued by fans and collectors around the world.”

From 1976 to 1989, the original BMW 6 Series was produced exclusively in coupé form. The new model borrowed its technical underpinnings from the BMW 5 Series and took its cues stylistically from the sumptuous luxury coupés of the 1960s. Its bodies were initially made by Karmann, then produced at BMW Plant Dingolfing from 1982. The line-up featured five engine variants and a US-specific model. Chief designer Paul Bracq oversaw the creation of a dynamic, timeless shape: the pointy “sharknose”, eye-catching side profile and generously sized windows come together into an unmistakable visual whole. It took a while for a successor to the original 6 Series to emerge. The BMW 8 Series occupied the “large coupé” slot in the range from 1989, and it wasn’t until 2003 that a new generation of the BMW 6 Series – the E63 – arrived. The 6 Series also made a name for itself in motor sport. In 1983, BMW joined the fray in close-to-series Group A touring car racing with the 635CSi – and duly won the European Touring Car Championship in 1984 and 1986 and the German Production Car Championship in 1984.

The BMW 6 Series becomes a movie star.
As they approach the entrance to the Museum, visitors are greeted by an apparently floating BMW 6 Series, inspired by the “Flying Cars” series by French photographer Sylvain Viau. The aesthetic employed here recalls the futuristic visual language of classic science fiction films and previews the special exhibition in the Rotunda, where the role of the BMW 6 Series in movie and TV history is highlighted. Indeed, the BMW 6 Series Coupé carved out a space for itself on screens big and small, featuring in international productions such as Dallas and Back to the Future II, as well as German TV shows including Tatort and Der Bulle von Tölz.

“The BMW 6 Series remains a popular movie car to this day, especially in more avant-garde productions,” explain the curators of the special exhibition, Anna Schleypen and Klaus-Anton Altenbuchner. “It is no ‘off-the-peg’ solution, and neither could it be described as a typical action machine or pure luxury cruiser. Rather, the 6 Series is a car rich in character. The special exhibition pays tribute to its show-business side with a film set lifted straight from the 1970s against the Munich skyline. As such, it quite literally shines the spotlight on the movie star BMW 6 Series’ iconic connection to the silver screen.” The BMW 628CSi (1982) and BMW M635CSi (1985) strike a dynamic pose against this atmospheric film backdrop, while fictional movie posters showcase the car from different angles on the way up through the Rotunda.

The BMW 628CSi is one of the most successful of all 6 Series variants. Its 2.8-litre fuel-injected engine represented a high-tech upgrade on its arrival in 1979, replacing its carburettor predecessor. The 628CSi was in production until 1987, winning over drivers with its masterful blend of grace, sportiness and high comfort. The BMW M635CSi, available from 1984 with the 286 hp engine from the M1 and capable of a top speed in excess of 250 km/h (155 mph), was considered the fastest four-seater in the world at the time. 5,655 examples were built up to 1989, making this rare M model a modern BMW legend.

Two iconic 6 Series: the BMW 635CSi and BMW 633CSi
As well as the cinematic history of the BMW 6 Series, the special exhibition also focuses on the model’s cultural significance. The BMW Museum’s Art Car Gallery is (alternately) presenting two examples of the BMW 635CSi from the BMW Art Car Collection, which has been celebrating its 50-year anniversary since last year with the BMW Art Car World Tour. In 1982, Austrian artist Ernst Fuchs created the fifth BMW Art Car in the collection – the first based on a series-produced model. Fuchs’ Art Car, which he called “Firefox on Harehunt”, is a homage to mythology, speed and spiritual symbolism. Four years later, pop-art luminary Robert Rauschenberg added a sixth car to the collection, transforming the 635CSi into a black-and-white collage of art history, photography and everyday culture.

With the BMW 633CSi, the BMW Museum is showing another key member of the 6 Series family in its “car tower”. Unveiled at the same time as the 630CS, the 633CSi was initially fitted with the then state-of-the-art Bosch L-Jetronic fuel injection system. In September 1979, it then gained DME digital engine electronics, which brought further reductions in pollutant emissions and fuel consumption. However, the engine did experience a slight dip in output – from 200 hp to 197 hp.

An overview of the cars on display.
BMW 6 Series body-only model. / outside the BMW Museum
BMW 628CSi (1982). / BMW Museum, Rotunda
BMW M635CSi (1985). / BMW Museum, Rotunda
BMW 633CSi (1976). / BMW Museum, “car tower”
BMW Art Car #5 by Ernst Fuchs, BMW 635CSi (1982). / BMW Museum, Art Car Gallery (exhibition duration: 17 March – 13 July 2026)
BMW Art Car #6 by Robert Rauschenberg, BMW 635CSi (1986). / BMW Museum, Art Car Gallery (exhibition duration: 7 September – end of 2026)

The exhibition “Belle Macchine. Italian Automotive Design at BMW” will continue to run alongside the 50‑year anniversary celebration for the BMW 6 Series until the end of 2026. All the exhibitions are open to visitors during the BMW Museum’s usual opening times: Tuesday to Sunday, 10.00 a.m.–6.00 p.m. (last entry at 5.30 p.m.). Further information can be found at BMW Museum.

INTRODUCTION

Rolls-Royce Motor Cars has a longstanding relationship with the world of yachting, through a shared interest in harnessing fine materials and craftsmanship in the pursuit of performance and an overlapping clientele. Historically and in the modern era, racing yachts have informed key elements of Rolls-Royce’s design language, and provided direct inspiration for motor cars, including the fabled Phantom Drophead Coupé and the Boat Tail Coachbuild commissions.


A SHARED HERITAGE

The links between the marque and the maritime world are deep, personal and predate the marque’s foundation. Charles Rolls’ family owned the substantial but graceful Santa Maria – a schooner-rigged steam yacht, with two masts and auxiliary steam power, typical of fashionable late Victorian and early Edwardian nautical society. Logbooks and records from the late 19th and early 20th Centuries show Santa Maria taking the family on frequent cruises from Shoreham on the south coast of England to the Mediterranean, where her ports of call included Cannes, Naples, Malta and Monaco, still favoured destinations and/or home ports for the many Rolls-Royce clients who are also yacht owners.

After graduating from Cambridge in 1898, six years before his historic first meeting with Henry Royce, the youthful Rolls briefly served as her Third Engineer. This was his foundational engineering role before fulfilling his true vocation as a pioneer of both motoring and aviation. His fellow motoring enthusiast, Lord Montagu of Beaulieu was, like so many of the marque’s aristocratic early adopters, also an active yachtsman and motorboat racer.


MAKING WAVES

In the decades that followed, Rolls-Royce forged deep connections with the maritime world, much as it did in aviation, as a world-class engine manufacturer. In the early 1960s, the graceful Riva Caravelle yachts were powered by Rolls-Royce engines, combining Italian craftsmanship with British engineering excellence. (Between 1989 and 1997, Vickers owned both Rolls-Royce Motor Cars and Riva.) In 1965, Rolls-Royce developed the ‘Rolls-Rio’, a marine-adapted V8, in collaboration with another leading Italian boatbuilder, Avionautica Rio.

From 1954 to 1997, Her Majesty’s Yacht Britannia was the official vessel of the British Royal Family, the late Queen Elizabeth II describing it as “the one place I can truly relax”. Now permanently berthed at Ocean Terminal in Leith, Edinburgh, as a five-star tourist attraction, during her service life, HMY Britannia famously carried a Rolls-Royce Phantom V Park Ward limousine for the Queen’s use when the yacht docked in foreign ports. The motor car was hoisted on and off the deck using a small crane, or davit, and kept in a garage on the Shelter Deck: in order to fit inside, it had to have its bumpers removed, then reattached at the destination.


ON LAND AND SEA

The strongest historical connection between Rolls-Royce and yachting lies in their shared clientele. During the early 20th century, yacht-racing was a highly prestigious and exclusive pursuit, attracting many of the same wealthy British and American industrialists, financiers, aristocrats and entrepreneurs who were also Rolls-Royce owners.

Then as now, the pinnacle of this rarefied sport was the America’s Cup. For many, this reached its own zenith in the 1930s, when it was contested by the peerless J-class yachts. With their elegant proportions, long overhangs, sweeping lines and enormous sail plans, these classic high-performance vessels combined beauty with breathtaking speed, and are still revered as floating works of art.

One example, Endeavour, was owned by Sir Thomas ‘Tommy’ Sopwith. Another aviation pioneer, whose designs included some of the most influential machines of the First World War, Sopwith ran a Rolls-Royce dealership early in his career, and owned an extensive collection of Rolls-Royce motor cars throughout his life. Similarly, the media magnate Sir William Berry, Viscount Camrose, owned both a J-Class yacht, named Cambrai, and a Rolls-Royce Phantom II.


THE LANGUAGE OF SPEED

In the early 20th century, Rolls-Royce motor cars were frequently bodied in styles directly inspired by yachts, incorporating materials such as mahogany and construction methods derived from traditional boatbuilding.

In Rolls-Royce’s contemporary design language, the lower line of the bodywork – known as the ‘waft line’ – borrows directly from yacht design. A defining feature of Phantom, Ghost, Cullinan and Spectre, it creates an uncomplicated sense of motion by reflecting the road passing beneath it, much as a yacht hull reflects the water as it cuts through it.

Launched in 2007, Phantom Drophead Coupé was designed to evoke a classic motor yacht at speed, with a dynamic rise in the waistline over the rear wheels, and graceful lines sweeping up towards the front. Completing the nautical theme, the tonneau cover, boot lining and rear passenger cabin were finished in bleached teak decking.

A decade later, the first Coachbuilt motor car of the modern era, ‘Sweptail’, was inspired by classic yachts in the commissioning client’s personal collection. It was followed in 2022 by the triptych of Boat Tail Coachbuild commissions, which, like their 20th Century predecessors, feature a rear deck inspired by classic yachts, with extensive use of wood and a sculptural, hull-like form.

Most recently, Spectre – the marque’s electric super coupé – continues this lineage. Its design was informed by J-class racing yachts, with a vertical bow line leading the eye rearwards to the sweeping fastback form.


ON COMMON GROUND

The present-day Home of Rolls-Royce at Goodwood is located close to Chichester Harbour, the largest recreational boating harbour in Europe. A designated Area of Outstanding Natural Beauty, its tidal waters flow through a direct channel connection at the harbour mouth into the eastern Solent, and onward into the Solent itself – one of the world’s most important maritime and yachting centres, and home to one of the most active sailing communities anywhere.

Cowes, at the very heart of the Solent, is the birthplace of organised international yacht racing and international sailing culture; it is also home to Cowes Week, one of the longest-running regular sailing regattas in the world. The world’s oldest international sailing trophy, the America’s Cup, originated from a race that began in the Solent. Many other competitive offshore sailing races also either begin or are culturally rooted there, including the Fastnet Race and the Round the Island Race​, which both start and finish off Cowes. In addition, the round-the-world sailing competition, known today as the Ocean Race, originally started and finished in Portsmouth.

The decision to establish the modern Home of Rolls-Royce Motor Cars at Goodwood was shaped in part by its proximity to one of the world’s most concentrated centres of maritime craft skills. Across the Solent region, generations of specialist knowledge endure through bespoke boat builders, naval architects and master shipwrights.

• An overview of coachbuilding at Rolls-Royce from the 1900s to the present day
• Virtually all Rolls-Royce motor cars were coachbuilt until the 1950s
• Tradition all but died out with the introduction of monocoque construction
• Contemporary renaissance sparked by Rolls-Royce in 2017 with Sweptail
• New standards of innovation, excellence and ambition set by Boat Tail and Droptail
• An established part of the marque’s offer, with the new extension at the Home of Rolls-Royce adding further capacity and capability

INTRODUCTION

This Press Kit provides an overview of the history of coachbuilding at Rolls-Royce, the marque’s contemporary capabilities and notable examples of Coachbuild motor cars past and present. For more detailed information about Sweptail, Boat Tail and Droptail and the materials and techniques used in their manufacture, please refer to the specific product Press Releases.

Coachbuilding is the art and science of creating bespoke bodywork on a pre-assembled chassis, a craft that predates the motor car itself. At one time all but extinguished by mass production, coachbuilding today lives on at the Home of Rolls-Royce, drawing on more than a century of experience and the marque’s unique Bespoke capabilities.

Today, Rolls-Royce Coachbuild allows a small, select group of clients to collaborate fully with the Rolls-Royce team in creating a genuinely unique, utterly personal motor car unlike any other. Coachbuild enables them to specify their motor car’s actual physical form, with body panels hand-sculpted by specialist craftspeople at the Home of Rolls-Royce. Coachbuild also opens up new possibilities in materials, methods, engineering and technology, free of the restrictions of conventional series production.

Every Coachbuild project is a true one-off, undertaken on the strict understanding that it will never be replicated. These creations are far more than motor cars; they are authentic works of automotive art that represent a highly expressive and enduring legacy for their owners.


THE GENESIS OF COACHBUILDING

Rolls-Royce was founded in an era when car manufacturers generally produced ‘rolling chassis’, which were sent to specialist coachbuilders to be fitted with bodywork to the client’s specification. Some of these coachbuilders had simply switched from making horse-drawn vehicles; others had begun capitalising on the new opportunities the motor car presented.

These pre-Edwardian car bodies were built in much the same way as their horse-drawn predecessors. It quickly became apparent that, when applied to motor cars, their traditional materials and methods were unequal to the speeds of 30 to 40 miles per hour they were now being subjected to. The art of coachbuilding would have to adapt to the new reality.


COACHBUILDING AND ROLLS-ROYCE: A BRIEF HISTORY

As the 1920s dawned, mass-market car makers increasingly brought body construction in-house, where engineers could address emerging issues such as vibration and torsional stress. Luxury marques like Rolls-Royce, however, continued to outsource coachwork to specialist houses for several more decades.

Until the 1930s, most coachbuilders remained true to long-established practice, which involved assembling a wooden frame, usually in ash, onto which aluminium or steel body panels were typically nailed, tacked or screwed. As materials improved and motor cars’ speeds increased, frames were increasingly made from metal tubing or angle-iron.

This traditional craft was eventually replaced by semi-monocoque construction, with subframes for the mechanical components. In the case of Rolls-Royce, this occurred in October 1965 with the introduction of Silver Shadow. Contrary to popular belief, this did not mark the end of coachbuilding at Rolls-Royce. The Phantom VI, built on a separate chassis, remained in production, albeit in small numbers, until 1993, with coachwork supplied by Rolls-Royce subsidiary H. J. Mulliner, Park Ward Ltd.


SOVEREIGNTY OF DESIGN

Although a coachbuilt Rolls-Royce could, in theory, be any shape the client desired, in practice, there were constraints. Rolls-Royce motor cars were designed on proven technical principles that were, to Henry Royce at least, unarguable and inviolable. By insisting on fixed dimensions for the bulkhead behind the radiator, he was able to ensure the bodywork maintained the essential proportions that visually identified it as a ‘true’ Rolls-Royce.

Those proportions remain essential to the marque’s design language. Every Rolls-Royce motor car maintains the 2:1 ratio of body height to wheel diameter first established with the Silver Ghost in 1907. The body shape is defined by three fluid lines running the length of the motor car: the ‘waft line’ that gives the car its sense of movement; the ‘waist line’ that lends it purpose and presence; and the silhouette, which expresses its individual character. It is also graced with the Pantheon grille, crowned with the Spirit of Ecstasy figurine.

Coachbuild clients and designers enjoy considerable creative freedom within these fundamental parameters.


GREAT COACHBUILT ROLLS-ROYCE MOTOR CARS OF THE PAST

40/50HP Phantom I Brougham De Ville (1926)

The great coachbuilders paid as much attention to the interior as the exterior of the cars they created. Among the key elements were the instrument dials, which frequently transcended merely displaying essential information to become miniature works of art in their own right.

In 1926, the 40/50HP Phantom I Brougham De Ville, known as ‘The Phantom of Love’ was built by Charles Clark & Son Ltd of Wolverhampton for Clarence Warren Gasque, an American businessman of French ancestry living in London, as a gift for his heiress wife, Maude. Gasque commissioned an interior to recreate the Rococo ambience of a salon in the Palace of Versailles, with polished satinwood veneer panelling, Aubusson tapestries and a painted ceiling inspired by a sedan chair owned by Marie Antoinette. It also included a remarkable French ormolu clock, mounted on the partition between the front and rear cabins – an extraordinary detail that represents the pinnacle of the instrument maker’s art.

17EX (1928)

By 1925, Henry Royce was concerned that the weight and size of some of the coachwork fitted to Rolls-Royce chassis was affecting the motor cars’ performance – a fact its competitors gleefully seized upon. In response, Henry Royce built an experimental Phantom with an open, lightweight, highly streamlined body. Dubbed 10EX, this was the foundation for a series of motor cars that provided crucial new insights into overcoming air resistance and represented a giant leap forward in automotive design.

The fifth in the series, 17EX, was completed in January 1928. It was capable of speeds in excess of 90 miles per hour and, because Royce was adamant that even his experimental motor cars should look as good as any that bore his name, was finished in blue to the marque’s exacting standards.

The colour blue has long been associated with dependability, stability and calm; it is also highly visible at speed, as demonstrated by the record-breaking cars and boats of Royce’s good friend, Sir Malcolm Campbell.

Phantom II Continental Drophead Coupé (1934)

Co-creation has always been at the heart of coachbuilding. Having commissioned a design for their perfect motor car, the customer worked with the designers and manufacturing specialists to produce a final design that was technically achievable. The coachwork would then be completed to the customer’s satisfaction.

This 1934 Phantom II Continental Drophead Coupé, designed by A. F. McNeil and built in London by Gurney Nutting & Co., is considered one of the most exotic and beautifully balanced examples of boat tail coachwork ever created. The sweeping concave curves at the rear rise upwards to the razor-edged varnished rear deck. A design that has stood the test of time well, it remains a fine example of sporting elegance.

As a historical aside, McNeil’s protégé and successor, John Blatchley, was responsible for two of the most successful Rolls-Royce models of the 1950s, 1960s and 1970s, the Silver Cloud and Silver Shadow.

Phantom VI limousine (1972)

The Phantom VI was the last Rolls-Royce model to be constructed with a separate chassis, and was thus the swansong of the coachbuilder’s art. This example was designed and built by H. J. Mulliner, Park Ward Ltd, then a wholly-owned subsidiary of Rolls-Royce. Much like a Goodwood era Private commission, it was based on the production model, but included numerous additional features specified by the customer. Indeed, so lavish and comprehensive were the enhancements that the marque produced a special promotional brochure for prospective patrons based on this motor car, highlighting the scope of its bespoke capabilities.

In addition to flower vases, a state-of-the-art sound and television system and a refrigerator for cooling wines and picnic food, the car was equipped with burled walnut picnic tables. Stored in the luggage compartment, these could be fixed to the front wings for alfresco dining; driver and passenger perched on a pair of ‘toadstool’ seats clipped to the front overriders.


CONTEMPORARY COACHBUILDING AT THE HOME OF ROLLS-ROYCE

Bespoke has been central to the marque’s offering and experience since production began at Goodwood in 2003. Rolls-Royce Motor Cars constantly seeks to create personal and deeply meaningful luxury products that reflect its clients’ ambitions and personal codes of luxury. Rolls-Royce’s unparalleled Bespoke capabilities enable clients to bring these desires to life through the commission of beautiful, handcrafted and truly individual Rolls-Royce motor cars.

A small group of exceptional individuals wished to elevate this remarkable, deeply personal experience even further and move beyond the canvas of existing Rolls-Royce products. Recognising this demand, and drawing on more than a century of experience, as well as its unique Bespoke capabilities developed in the modern era, the marque has defined a new coachbuilding movement.

The renaissance of contemporary coachbuilding began in 2017 with ‘Sweptail’, a bold two-door coupé created in response to a client’s wish to reprise the art of coachbuilding in partnership with Rolls-Royce. With its sharply tapered outline and full-length glass roof, it can be characterised as the Extrovert. It was followed by the unveiling of Boat Tail in 2021, a highly social open-top that amplified its clients’ love of hosting – a motor car that unashamedly represents the Hedonist.

Droptail, introduced in 2023, marked the third chapter in this remarkable story. For Droptail, the focus was placed on creating an intimate and cosseting interior, which would also serve as an unprecedented canvas for highly bespoke wood craft. Droptail captures the charm and embrace of two-seat motoring – it truly is the Romantic.


GOODWOOD-ERA COACHBUILT MOTOR CARS

Sweptail (2017)

In 2013, Rolls-Royce was commissioned to create a coachbuilt two-seater coupé featuring a large panoramic glass roof, inspired by the beautiful coachbuilt motor cars from the marque’s golden era in the 1920s and 1930s.

The first fully coachbuilt Rolls-Royce of the modern Goodwood era, Sweptail’s defining feature is its raked rear profile, with the roof-line tapering in a sweeping gesture to a ‘bullet-tip’ that houses the centre brake light. The coachbuilt bodywork wraps under the motor car with no visible boundary to the surfaces, like the hull of a racing yacht. The underside of the motor car describes a progressive upward arc at the rear departure angle, producing the swept tail that gives the car its name.

With its clean lines and grandeur, and contemporary, minimalist handcrafted interior, Sweptail caused an international sensation when it was revealed in 2017. Four years in the making, it is now regarded as a true modern classic and the world’s greatest two-seater intercontinental tourer.

Boat Tail (2021-2022)

During the 20th century, a number of Rolls-Royce motor cars were built with a beautiful and distinctive body shape known as the Boat Tail. The nautical design was inspired by the great J-Class racing yachts that contested the sport’s ultimate prize, the America’s Cup, in the 1930s. In 2021, Rolls-Royce revived the Boat Tail design with the second fully coachbuilt commission of the modern Goodwood era. Boat Tail is entirely hand-built, with the body panels fashioned from single sheets of aluminium.

Three Boat Tails were completed, each unique to its commissioning client. The first two were unveiled at the Concorso d’Eleganza Villa d’Este in 2021 and 2022. At the request of its owner, the third was never exhibited in public, and no official images have ever been released.

Boat Tail (First Chapter) (2021) The first Boat Tail was commissioned by longstanding Rolls-Royce clients, and drew inspiration from a 1932 Rolls-Royce Boat Tail they had lovingly restored as part of their extensive private collection. The motor car is finished in a rich, complex blue embedded with metallic and crystal flakes. The rear deck is swathed in Caleidolegno veneer normally reserved for interior surfaces and specially adapted for exterior use, inlaid with brushed stainless steel pinstripes. At the press of a button, the deck opens in a sweeping butterfly motion to reveal an intricate Hosting Suite, complete with cocktail tables, interlocking stools made by Italian furniture house Promemoria, and even a parasol to shelter from the sun. A unique double refrigerator houses the clients’ preferred vintages of Armand de Brignac champagne.

The interior is finished in leather in two shades of blue with a soft metallic sheen applied to the surface. The centrepiece of the fascia is a pair of unique BOVET 1822 reversible timepieces commissioned by the client; a hand-crafted aluminium and leather case in the glove compartment contains a cherished Montblanc pen. The instrument panel dials are finished with guilloché, an intricate decorative technique more commonly seen in fine jewellery and watchmaking.

Boat Tail (Second Chapter) (2022)

The second Boat Tail to be completed was commissioned by a client whose family business grew from his father’s origins in the pearling industry. At the start of the commissioning process, the client presented Rolls-Royce Coachbuild designers with four pearl shells: these inspired the exterior colour, which was then one of the most complex Bespoke finishes ever created by Rolls-Royce. A shimmering blend of oyster and soft rose with large white and bronze mica flakes adding a pearlescent quality, it changes subtly under different light conditions. The contrasting cognac-coloured bonnet contains fine bronze and gold-coloured aluminium mica flakes under a crystal and iced matt clear coat.

The rear deck, which houses Boat Tail’s unique ‘butterfly-design’ hosting suite, is made from Royal Walnut veneer, inlaid with rose gold-plated pinstripes. The interior is finished in cognac and oyster-coloured leathers and Royal Walnut veneer, with rose gold and mother-of-pearl accents throughout.

The centrepiece of the dashboard is a timepiece made from mother-of-pearl; the same material appears on the control switches and instrument dials.

Droptail (2023-2024)

Droptail represents a renaissance of the roadster body type, which breaks free from the four-seat convention previously associated with Rolls-Royce. In capturing this spirit, designers studied the 1912 Rolls-Royce Silver Ghost ‘Sluggard’, the 1930 Rolls-Royce Phantom Brewster New York Roadster and the 1925 Rolls-Royce Silver Ghost Piccadilly.

Droptail has two very distinct characters: a lithe, open-top roadster; and with the carbon-fibre roof installed, a dramatic coupé. Since each client wished to use their motor car around the world in multiple climates, the roof incorporates electrochromic glass that adjusts the amount of light entering the interior. In a technique reserved exclusively for Droptail, the body is a rigid monocoque in which steel is used for the load-bearing front wing and door sections, and carbon fibre from the B-pillar rearwards: the rear quarter panels are the largest carbon fibre panels ever created for a Rolls-Royce motor car.

La Rose Noire Droptail (2023)

The first to be unveiled was La Rose Noire Droptail, inspired by the Black Baccara rose, an intense, velvet-like flower that originates in France. The exterior is finished in the lustrous and complex True Love red, a completely new paint process perfected over 150 iterations; like the Black Baccara rose, it appears to change colour depending on the viewpoint.

The interior features the most complex parquetry ever created at Rolls-Royce, with an abstract depiction of falling rose petals formed using 1,603 Black Sycamore veneer triangles, each cut, sanded and precisely positioned by hand.

The fascia incorporates an integrated one-off timepiece by Audemars Piguet, specially commissioned by the client. The 43mm Royal Oak Concept Split-Seconds Chronograph GMT Large Date is removable, so it can be attached to a strap and worn. The motor car also includes a unique Champagne Chest finished in rose-petal parquetry.

Amethyst Droptail (2023)

Inspired by the eponymous gem – the birthstone of the commissioning clients’ son –Amethyst Droptail is finished in a soft purple main body colour with a delicate silver undertone. Named Globe Amaranth in tribute to a flower native to the clients’ home region, fine flecks of powdered aluminium reflect the light, creating a subtle iridescent effect. The deep purple Amethyst contrast paint on the upper coachwork contains red, blue and violet mica flakes to give a subtle metallic sheen. Inside, the primary Amethyst leather is finished with a subtle pearlescent lacquer.

Amethyst Droptail features the most extensive wooden surface area in Rolls-Royce history, extending from the fascia and doors to the shawl panel, cantilevered ‘plinth’ centre armrest and onto the rear deck. The deck was made using a new veneering process developed specifically for this project: the protective coatings, also unique to Amethyst Droptail, have been granted their own patent.

The fascia is graced with a unique timepiece commissioned by the client from the renowned Swiss haute horlogerie maison, Vacheron Constantin. Handmade in Geneva, the timepiece, named ‘Les Cabinotiers Armillary Tourbillon’, has an intricate hand-wound movement and is securely housed in a specially designed holder, enabling it to be removed and stored separately from the motor car if desired.

Arcadia Droptail (2024)

This commission takes its name from the mythical realm of Arcadia, depicted in Ancient Greek mythology as ‘Heaven on Earth’ – a land renowned for its extraordinary natural beauty and perfect harmony.

Arcadia Droptail is finished in a calm, natural duotone white, which appears as a solid colour at first glance, with aluminium and glass particles creating depth and shimmer when the light strikes it. In a key departure from the other Droptails, the carbon fibre used to construct the lower sections of Droptail is painted in the solid Bespoke silver colour rather than left fully or partially exposed. The wood elements are made from Santos Straight Grain, which has one of the finest grain types of all the woods used by Rolls-Royce. Despite its delicacy, it appears throughout Droptail, including the aerodynamically functional rear deck section, which is made up of 76 separate pieces.

The leather interior is finished in two entirely Bespoke hues, named after the client and reserved exclusively for their use. The main leather colour is a Bespoke White, continuing the exterior paint theme, while the contrast leather is a Bespoke tan colour that complements the veneer.

The fascia incorporates the most complex Rolls-Royce clock face ever created. Developed by Rolls-Royce Coachbuild designers and craftspeople, it incorporates an exquisite geometric guilloché pattern in raw metal with 119 facets, and partly polished, partly brushed hands and 12-hour markers or chaplets, each just 0.1mm thick.


THE FUTURE OF COACHBUILDING AT ROLLS-ROYCE

As clients’ desire for extraordinary expressions of contemporary Rolls-Royce coachbuilding continues to grow, Rolls-Royce is building for an even more ambitious future.

The marque’s site extension at the Home of Rolls-Royce at Goodwood, which is scheduled for completion in 2029, will provide additional space and state-of-the-art facilities for Bespoke and the marque’s Coachbuild division, enabling more and increasingly complex commissions to be undertaken.

• One of the most famous, instantly recognisable emblems associated with the marque
• Design first registered as the ‘official’ Rolls-Royce mascot in 1911
• Origins and inspiration still a matter of conjecture, centred around two main theories
• Private Collections have been inspired by and have featured unique incarnations of the Spirit of Ecstasy during the contemporary Goodwood era
• ‘The Whisper’ and other Spirit of Ecstasy figurines are on permanent display at the National Motor Museum, Beaulieu

INTRODUCTION

This press kit provides an overview of the Spirit of Ecstasy – the enduring emblem of Rolls-Royce Motor Cars since 1911. It traces her origins, evolution and continuing relevance within the marque’s cultural and creative narrative. For information about Phantom, Ghost, Cullinan and Spectre – including Extended and Black Badge variants – and the materials and techniques used in their manufacture, please refer to the specific product press kits.

MORE THAN A FIGUREHEAD

The Spirit of Ecstasy mascot has a unique place at the heart of Rolls-Royce. Her origins are the stuff of legend and myth as well as recorded fact, with some details still veiled in mystery and intrigue. She is widely recognised, respected and admired, with a poise and grace that have secured her enduring recognition. To clients and enthusiasts around the world, she personifies ambition, achievement, excellence and success, just as she has since she first took her place on the prow of a Rolls-Royce motor car more than a century ago.

Like Rolls-Royce and its products, the Spirit of Ecstasy has changed over time. At various points in her long life, she has adopted different stances, sometimes stood slightly taller or shorter, and allowed the wind to sculpt her flowing garments in subtly altered forms. Yet she is also truly ageless: today, she more closely resembles the original drawings made in 1911 by her creator, the illustrator and sculptor Charles Sykes, than she has ever done.

For Rolls-Royce, she is far more than a mascot or symbol. She provides a tangible connection to the company’s heritage through her richly layered story, involving many of the foundational characters in Rolls-Royce’s own history, including the company’s first managing director, Claude Johnson. She inspires greatness; every motor car handmade at Goodwood has to be worthy of her presence.

Perhaps most of all, since, she is believed to be based on the vivacious, assertive and complex Eleanor Thornton, serving as a reminder of the essential human dimension to what Rolls-Royce is and does. Every Rolls-Royce motor car is created by hand for an individual customer; a reflection of their unique personality, and the realisation of their dreams, desires and vision.

ORIGINS OF AN ICON

Today, the ability to commission highly individualised Bespoke details for their motor car remains central to the marque’s relationship with its clients. But in fact, this merely continues a desire for personalisation that emerged in the marque’s very earliest days.

By 1910, just six years after the marque’s formation, it was already an established custom among owners to decorate their radiator grilles with specially commissioned mascots. To the chagrin of General Managing Director, Claude Johnson, these were often in the form of cartoonish animals or comical characters. He therefore decided to create an ‘official’ mascot that would protect the company’s products from what he decried as these ‘unsightly’ additions.

Among Johnson’s wide social circle was the motoring pioneer Lord Montagu of Beaulieu. As founder and editor of The Car Illustrated magazine, his lordship employed an illustrator, Charles Sykes, many of whose wonderful designs for advertisements and magazine covers are conserved at London’s world-famous Victoria and Albert Museum (the V&A).

Sykes was also an accomplished sculptor. Around that time – the precise date remains a mystery – Sykes had produced a mascot for Lord Montagu’s Rolls-Royce Silver Ghost: an aluminium statuette of a young woman in fluttering robes, which he named ‘The Whisper’. This original piece, together with other Spirit of Ecstasy figurines, is now on permanent display at the National Motor Museum, Beaulieu.

Impressed and inspired, Johnson asked Sykes to create a new mascot for Rolls-Royce. In one version of the story, upon receiving Johnson’s commission, Sykes subtly reinterpreted ‘The Whisper’ to create what became known as the Spirit of Ecstasy. An alternative view is that on a trip to Paris, Johnson had been impressed by the artistry of the Grecian marble statue of The Winged Victory of Samothrace, Goddess of Victory, sculpted in 190BC and exhibited in the Palais du Louvre since 1883. Some authorities have suggested that it was from this ancient Hellenic masterpiece that Johnson asked Sykes to draw his inspiration.

The Spirit of Ecstasy’s final form lends credence to both theories. She appears as an ethereal young woman leaning forward eagerly, her arms stretched back behind her, with flowing robes appearing to give her wings. Her serene expression offers no clues to the mysteries that still surround her.

WHERE MYTH MEETS REALITY

One of the most enduring of those mysteries was whether the Spirit of Ecstasy was in fact modelled on a real person. It was long suspected, and has now been confirmed, that Sykes’ inspiration for ‘The Whisper’ was a young woman named Eleanor Thornton, who played a crucial, complex and somewhat controversial role in the Rolls-Royce origin story.

Born in 1880, little is known of her early life. She first appears in the early 20th century as assistant to Claude Johnson, then in his pre-Rolls-Royce incarnation as General Secretary of the Automobile Club of Great Britain & Ireland (later the Royal Automobile Club, or RAC). During this time, she rented rooms in an artists’ colony in Chelsea, where she acted as an out-of-hours life model for her fellow residents, one of whom was Charles Sykes. She became his favourite muse and posed for him on many occasions over the years that followed.

Their stories became even more closely entwined when Johnson introduced Thornton to his motoring comrade, and Sykes’ boss, Lord Montagu, who was instantly captivated by her vivacity, confidence and beauty. Bonds of friendship notwithstanding, Montagu promptly poached her as his own assistant, and almost immediately, they embarked on a long, heartfelt love affair.

It was while Sykes and Thornton were working together for Montagu at The Car Illustrated magazine that Sykes produced ‘The Whisper’. Whether the mascot was a token of appreciation from Sykes to his friend and employer, or made at Thornton’s instigation as a gift for her lover, is where the mystery lingers. Whatever the truth, Montagu displayed it on every Rolls-Royce motor car he owned until his death in 1929. It was, perhaps, the only way he could acknowledge his sincere and enduring love for Eleanor, who died in 1915, and which, owing to its potential for scandal, had always remained a closely guarded secret.

THE MARK OF EXCELLENCE

The design was registered as the company’s intellectual property in 1911 and became both a defining feature of the Rolls-Royce brand and one of the most famous and recognisable emblems in the world. In 1920, the Spirit of Ecstasy was entered into L’Auto’s ‘Concours des Bouchons de Radiateurs’ at the Paris Salon – a contest to identify the finest motor car mascot of its day. Charles Sykes was awarded Premier Prix, the gold medal. This recognition helped solidify the sculpture’s reputation in the early years of automotive culture and elevated both the artist and the emerging icon internationally.

Even then, however, she was not immediately or universally accepted. In the 1970s, some countries attempted to ban mascots on safety grounds. In Switzerland, for example, customers weren’t allowed to display her at all, and on receiving their motor cars found her placed in the glove compartment. Rolls-Royce’s typically elegant and ingenious solution was to mount the mascot on a spring-loaded base, allowing her to sink into the radiator out of harm’s way at the merest touch. This retraction mechanism has evolved into a smooth, graceful movement known as ‘the rise’ and is a feature on every Rolls-Royce motor car hand-built at Goodwood.

As the marque’s most important and recognisable emblem, the Spirit of Ecstasy is offered to patrons in carefully selected finishes: solid silver, 24-carat gold-plated and black carbon fibre.

SPIRIT OF INNOVATION

As they were in the beginning, the Spirit of Ecstasy figurine is made by ‘lost wax casting’, a practice that dates back over 5,000 years. Amazingly, Charles Sykes himself, assisted by his daughter Josephine, personally cast, inscribed and finished the Spirit of Ecstasy mascots right up until 1939.

In preparation for the launch of Phantom VII in 2003, Rolls-Royce Motor Cars rejuvenated the Spirit of Ecstasy by introducing the modern investment casting process.

The first step was to digitally ‘map’ the original Spirit of Ecstasy, manipulating and enhancing individual details to create a perfect three-dimensional computerised image. To ensure even the finest details were precisely replicated, the injection mould was formed by skilled craftsmen using cutters measuring just 0.2 mm in size. This cast tool was used to produce a highly accurate wax model of the figurine, which was then coated in ceramic. After this coating had dried, the wax was melted away, leaving a perfect mould from which the new cast would be taken.

Each figurine is made by filling the mould with molten stainless steel, at a temperature of 1,600°C. Once the steel has cooled, the mould is opened to reveal the Spirit of Ecstasy in its finished form. The final transformation takes place in the Finishing Department, using a process called peening. The casting is blasted by millions of stainless-steel balls, just 0.04 mm in diameter, which help to polish the surface without being abrasive. After machining, a final mirror polish and stringent quality assurance checks, the completed figurine takes her rightful place above the iconic Rolls-Royce grille.

LOOKING INTO THE FUTURE

In 2020, as part of a wider update of the Rolls-Royce Motor Cars brand identity, a new abstract graphic element informed by the Spirit of Ecstasy was developed. Known as ‘The Expression’, this two-dimensional interpretation encapsulates the qualities of the Spirit of Ecstasy in a contemporary visual form for use across the marque’s corporate identity and reflects the company’s vision as a modern House of Luxury.

Rolls-Royce reimagined its iconic Spirit of Ecstasy figurine in 2022, to grace the bonnet of its first all-electric motor car, Spectre, 111 years to the day since the Spirit of Ecstasy was first registered as intellectual property of Rolls-Royce on 6 February 1911.

The figurine was remodelled to feature a lower, more dynamic stance that brought her much closer to the drawings made by her original creator, Charles Sykes, in the early years of the 20th century.

This version of the Spirit of Ecstasy stands 8.27cm tall, compared to the previous 9.5cm. Her robes, which flow behind her in the slipstream – often but erroneously characterised as ‘wings’ – are subtly reshaped to make them more aerodynamic and realistic. Rather than standing with her feet together and tilting at the waist, she is braced for the wind, one leg forward, body tucked low, her eyes focused eagerly ahead. These changes have both practical and stylistic benefits, contributing to Spectre’s remarkable performance as the most aerodynamic Rolls-Royce ever created, with a drag coefficient of just 0.25 cd.

CELEBRATING IN STYLE

In the modern era, Rolls-Royce Motor Cars has celebrated landmarks in both its own history and that of the Spirit of Ecstasy through Private Collections, events and unique editions of the figurine itself. Notable expressions include:

• Phantom Centenary Private Collection (2025): Marking the 100th anniversary of its pinnacle product, Phantom, the Private Collection is the most intricate and technologically ambitious ever undertaken by the designers, engineers, production specialists and craftspeople of the marque’s Bespoke Collective. Each motor car is crowned with a unique reimagining of the Spirit of Ecstasy, based on the first figurine ever fitted to a Phantom. Cast in solid 18-carat gold for strength, then plated in 24-carat gold for a flawless, tarnish-resistant finish, the piece was tested by the London Assay Office and awarded a full UK hallmark together with a specially developed ‘Phantom Centenary’ mark. The base of the figurine is finished with hand-poured white vitreous enamel delicately inscribed with the collection’s name.
  
  
• Phantom Scintilla Private Collection (2024): Inspired by the Spirit of Ecstasy’s grace, dynamism and ethereal beauty, and limited to just 10 models, the interior of each motor car is filled with design elements, textures and a continuous graphic inspired by the Spirit of Ecstasy’s expressive, dynamic form. Claude Johnson’s original brief for a Rolls-Royce mascot is displayed on an embossed plate concealed in the glove compartment. These words, written in 1910, also capture the essence of Phantom Scintilla: ‘Speed with silence, the absence of vibration, the mysterious harnessing of great energy, and a beautiful living organism of superb grace’. For Scintilla, the Spirit of Ecstasy figurine is also rendered in a ceramic finish – alluding to the figurine’s origins and the aforementioned Classical Grecian sculpture, The Winged Victory of Samothrace.
  
  
• The Spirit of Ecstasy Centenary Private Collection (2011): Celebrating the mascot’s 100th anniversary and limited to just 100 Bespoke Phantom models, the Private Collection featured exclusive body colours, leather combinations, wood veneers and interior details. Each motor car features a specially commissioned Spirit of Ecstasy in solid silver, with six hallmarks (including two designed specifically for Rolls-Royce Motor Cars) on a black-gold-plated illuminated base.

A CONTINUING LEGACY

Today, the Spirit of Ecstasy remains the marque’s defining symbol, advancing with each new chapter while preserving the quiet authority that has distinguished her since 1911. As tastes, technologies and cultures continue to evolve, she endures as a constant expression of the marque’s values – a steady presence that guides the future while remaining true to the heritage that shaped her.

• Rolls-Royce reflects on its bold heritage of powerful and beautiful coupé motor cars
• Chronicles Rolls-Royce coachbuilt two-door bodies from the earliest chassis
• Details Goodwood-era revival of the coupé with 100EX, 101EX and Phantom variants
• Highlights Wraith’s transformational influence on the Rolls-Royce brand
• Details Dawn’s impact as a modern expression of the classic drophead coupé
• Celebrates Spectre as the marque’s first ultra-luxury electric super coupé and continuation of a rich legacy

INTRODUCTION

This Press Kit explores the significance of the coupé in Rolls-Royce history – a body style associated with power, presence and proportion. From the earliest coachbuilt two-door motor cars commissioned on rolling chassis, through the return of fixed-head and drophead coupés in the Goodwood era, to Spectre – the world’s first ultra-luxury electric super coupé – it traces how this form has evolved alongside advances in technology and craftsmanship.


THE COUPÉ ORIGIN STORY

The term ‘coupé’ comes from the French word coupé, meaning ‘cut’. Originally applied to horse-drawn carriages in the 18th century, it was adopted in the early days of motoring to describe a two-door motor car with the driver and up to two passengers in an enclosure with a single bench seat.

Those pioneering days saw a rapid proliferation of automobile body styles, with an expansive variety of terminology in use. To bring order, in 1916, the Society of Automotive Engineers (SAE) formally classified coupés into two primary categories. It defined a coupé as a fully enclosed motor car operated from the inside with seats for two or three and sometimes a rear-facing fourth seat. If the motor car had a folding top, it was properly called a Coupelet – a name now lost to time.


COUPÉS AND COACHBUILDERS

Until the mid-20th century, clients would purchase their motor car as a rolling chassis, then commission a coachbuilder of their choice to create a body to their exact specifications. The coachbuilder assembled a skeletal wooden frame, usually in ash, onto which aluminium or steel body panels were then pinned or welded.

This traditional construction method allowed for near-limitless design possibilities, with each body being as much a work of art as a feat of engineering. The process was entirely bespoke, with clients working hand-in-glove with designers and artisans to create designs tailored to their personal requirements.

During the 1920s and 1930s, British luxury marques introduced the terms ‘fixed-head coupé’ (FHC) and ‘drophead coupé’ (DHC). A fixed-head coupé featured a solid, non-removable roof; a drophead coupé had a mechanical canvas roof that opened and closed.

In Britain, firms such as Park Ward, H. J. Mulliner, Hooper, James Young, Vanden Plas and Freestone & Webb became legendary for their work on both types, all of which had two doors. This period saw stylists working alongside engineers, and the coupé acquired the graceful, athletic form we still associate with the concept today. That legacy continues to influence automotive design, with fixed-head and drophead coupé coachwork remaining highly prized by collectors and enthusiasts alike.

Some of the most valuable and celebrated Rolls-Royce motor cars ever created take the form of coupés; from the streamlined 1934-bodied ‘round-door’ Jonckheere Phantom I and the elegant 1939 Vanvooren Phantom III, to the theatrical 1957 Freestone & Webb ‘Honeymoon Express’ Silver Cloud and the timeless 2017 Sweptail, these motor cars affirm the coupé body style as the space in which Rolls-Royce has explored some of its boldest ideas.


COACHBUILT ROLLS-ROYCE COUPÉS

Rolls-Royce chassis – particularly the shorter wheelbase models – had been fitted with two- and four-seater coachwork with two doors (or, in the case of early Silver Ghosts, no doors) from the beginning. The style evolved through the 1920s from short, upright passenger compartments, often with external ‘dicky’ seats at the rear, to more stylish flowing coachwork that would come to define today’s coupés.

In the 1940s and 1950s, the drophead coupé was a popular alternative to Rolls-Royce’s new Standard Steel-bodied motor cars. While these factory-built bodies brought greater consistency, this shift in construction increasingly made true custom coachbuilding technically complex and economically unviable. By the early 1960s, most of the traditional coachbuilders had gone, with Rolls-Royce one of a small number of brands still producing rolling chassis on which a coachbuilder could create bespoke bodywork.

Against this backdrop, coachbuilders H.J. Mulliner and Park Ward merged and were subsumed into Rolls-Royce as a wholly owned division. Alongside James Young, the new entity offered drophead and fixed-head coupé designs built on the marque’s Silver Cloud chassis. Following the introduction of the SY (Silver Shadow) range of monocoque motor cars, Rolls-Royce continued to produce fixed-head and drophead coupés, in the guise of the Corniche two-door saloon and Corniche convertible.

The Corniche two-door saloon was discontinued in 1981. The convertible remained in production until 1987, despite the launch of the new Corniche II in 1986, which was itself replaced by Corniche III in 1989. The model’s last iteration, Corniche IV, was introduced in 1992, with the final run of 25 motor cars designated Corniche S. These were graced with numerous mechanical enhancements, including a Garrett T4 turbocharger that boosted engine power by 50%, making them the fastest, best-handling Corniches ever made. They were easily identifiable by their alloy wheels and red ‘RR’ badges.

With this final first chapter complete, the end of Corniche convertible production in 1995 also marked the conclusion of a line of Rolls-Royce coupés dating back to the marque’s inception. Yet, the legacy these motor cars left behind was indelible, as was the constellation of clients who chose them. Sammy Davis Jr., Elizabeth Taylor and Tony Curtis were among proud Rolls-Royce coupé owners, cementing the marque’s association with glamour, power and presence.


ROLLS-ROYCE COUPÉS IN THE GOODWOOD ERA

Production may have ended, but client demand for fixed-head and drophead Rolls-Royce coupés never ceased. Reviving these body styles was made possible by the innovative technology and construction techniques brought in with the first Rolls-Royce motor car produced at Goodwood, Phantom VII.

Phantom VII was constructed on an aluminium spaceframe with a modular, scalable design. This allowed designers to adapt the original four-door saloon into two-door fixed-head and drophead variants without compromise.

Creating a new two-door, four-seater drophead coupé derived from an existing model was very much in keeping with Rolls-Royce tradition and precedent. However, earlier motor cars’ rigidity had often been compromised, resulting in inferior handling as well as rattles and shakes – issues unacceptable for Rolls-Royce’s renaissance. The design team knew that Phantom’s aluminium spaceframe would provide the necessary torsional strength, so work began on an experimental model, which, following long-established Rolls-Royce practice, was codenamed 100EX – EX standing for ‘Experimental’.


100EX AND PHANTOM DROPHEAD COUPÉ

Chief designer Ian Cameron’s vision was for a full four-seater convertible with two coach doors, less formal than Phantom and more performance-oriented. His inspiration was Royce’s 1920s experimental motor car 16EX, which Royce himself described as “a motor car with fizz”. Exceptionally lightweight and aerodynamic for its time, Royce built it to demonstrate that greater horsepower and reduced bodyweight could increase performance.

Rolls-Royce unveiled 100EX at the Geneva Motor Show in March 2004. Arriving just 15 months after the start of production of Phantom VII, it was a remarkable technical achievement, and a fitting way to help commemorate the marque’s centenary year.

In true coupé style, 100EX’s spaceframe was 165mm (6.5in) shorter and 71mm (3in) lower than the more formal Phantom’s. Instead of Phantom’s 6.75-litre V12 engine, it was fitted with an indulgent 9-litre V16, 64-valve naturally aspirated unit. Most obviously, it was an open-top, four-seater, two-door drophead.

The exterior design, intended to evoke a classic motor yacht at speed, featured a dynamic rise in the waistline over the rear wheels, and graceful lines sweeping up towards the front. Completing the nautical theme, the tonneau cover, boot lining and rear passenger cabin were finished in teak decking.

The rear tapered into a boat-tail style that would inspire a suite of Coachbuild masterpieces almost two decades later. The split ‘Countryman’ boot featured a separate lower tailgate which, when opened, provided a completely flat surface with inlaid fibre matting, ideal for picnics or as an elevated viewing platform.

The tailored roof was made from an innovative fabric incorporating fine metallic threads, and lined with a cashmere and wool blend. The folding mechanism was carefully designed so the roof could be concealed in an extremely small storage area, minimising intrusion into the luggage and passenger spaces.

Everything the designers and engineers learned with 100EX found its final, stunning expression in the Phantom Drophead Coupé. Launched in 2007, this is now one of the rarest and most desirable models of the Goodwood era. In production, it adopted Rolls-Royce’s hallmark 6.75-litre V12 engine.


101EX AND PHANTOM COUPÉ

Two years later, a new experimental car, 101EX, made its debut, also at the Geneva Motor Show. This was a full four-seater coupé with twin coach doors, a lower roofline and shallower glass area than Phantom VII. The Pantheon grille was discreetly reclined and extended back across a brushed aluminium bonnet and windscreen surround.

Built on the same aluminium spaceframe, 101EX was 240mm shorter than Phantom VII: this, combined with bodywork constructed from carbon fibre composite and the proven 6.75-litre V12 engine, gave it a more performance- and driver-focused character.

The interior featured the first example of what would become a permanent feature of the Rolls-Royce design canon: the Starlight Headliner. Comprising hundreds of fibre-optic ‘stars’, it proved an instant sensation and is now a fixture in virtually every Rolls-Royce motor car, with its own almost unlimited potential for Bespoke individualisation.

Like its predecessor, 101EX would find lasting fame as a series production car – the legendary Phantom Coupé, launched in 2008, and rarer even than its Drophead sibling.

Both Phantom Coupé and Phantom Drophead Coupé were foundational to Rolls-Royce Motor Cars’ development as a true luxury brand. They introduced the world to the full possibilities of Bespoke, informed by the marque’s growing understanding of the wider luxury market and consumers, and the idea of a Rolls-Royce as canvas for deep, Bespoke individualisation.


WRAITH

In 2013, Rolls-Royce introduced Wraith – an imposing fastback coupé in the Gran Turismo mould. More performance-focused than its predecessors, Phantom and Ghost, Wraith fundamentally altered perceptions of Rolls-Royce and brought new, younger clients to the brand for the first time.

Wraith’s dramatic silhouette signalled its dynamic capabilities, which were further amplified in 2016 with the introduction of its Black Badge alter ego, offering some of the highest levels of performance ever achieved by a Rolls-Royce motor car. In 2023, Rolls-Royce marked the end of production with Wraith Black Badge Black Arrow, a Bespoke Collection comprising just 12 examples.


DAWN

In September 2015, Rolls-Royce unveiled Dawn online, introducing an entirely new kind of super-luxury convertible. More than simply a beautiful motor car, it was designed to evoke the romance and glamour of the great dropheads of the past, while offering a social, approachable and contemporary expression of open-top touring to a new generation of clients.

Convertibles are typically designed in a 2+2 configuration with full-size seating for the driver and front passenger, and two smaller rear seats for occasional passengers. The lack of rear-seat space, and particularly legroom, reduces the car’s comfort and practicality, so Dawn was presented as a full four-seater with comfortable, individual seating for all occupants, in line with the SAE’s Coupelet typology.

The roof, made from fabric, cashmere and high-performance acoustic composites, was operated by an intricate mechanism dubbed the ‘Silent Ballet’ for its precision, elegance and noiseless operation. With the roof closed, Dawn equalled Wraith for noise-isolating performance.

As with Wraith, Dawn was given a Black Badge expression in 2017, with the 6.6-litre, 563bhp twin-turbo V12 engine tuned to deliver an extra 30bhp and boost torque to 840Nm. Like Wraith, Dawn finally ceased production in 2023.


SWEPTAIL

In 2013, Rolls-Royce was commissioned by a client to create a fully coachbuilt two-seater coupé with a panoramic glass roof, drawing inspiration from the great bespoke motor cars of the 1920s and 1930s. Conceived as a modern interpretation of the classic Rolls-Royce coupé, Sweptail was designed around purity of line, proportion and audacious presence.

The first Coachbuild Rolls-Royce of the Goodwood era, Sweptail is defined by its raked rear profile, with the roofline tapering in a single, continuous gesture to a distinctive ‘bullet-tip’ housing the centre brake light. The coachbuilt coupé bodywork wraps under the motor car with no visible boundary to the surfaces, like the hull of a racing yacht. The underside reveals a progressive upward arc at the rear departure angle, producing the swept tail that gives the motor car its name.

Revealed in 2017 after four years of development, Sweptail was immediately recognised as a landmark in contemporary coachbuilding. With its two-seat configuration, fastback silhouette and restrained, handcrafted interior, it is now regarded as a true modern masterpiece and the world’s greatest intercontinental touring coupé.


SPECTRE

In 2023, Rolls-Royce introduced Spectre, bringing the marque’s defining qualities of effortlessness, presence and refinement into an electric future. With Spectre, an entirely new class of motor car was created: the ultra-luxury electric super coupé. A generously proportioned, visually striking two-door fastback, Spectre is the spiritual successor to the Phantom Coupé. Its interior provides a perfect canvas for Bespoke personalisation, complemented by a unique illuminated fascia and the first Starlight Doors ever specified in a production Rolls-Royce. Spectre’s Black Badge alter ego was introduced in 2025 and inherited Wraith’s crown as the most powerful Rolls-Royce in history.

Crucially, Spectre is a Rolls-Royce first and an electric car second: no concessions or compromises in terms of interior space, comfort, performance or ride quality have been made. Indeed, all have been refined and augmented by the car’s underpinning architecture and engineering.

+++ From regional development powerhouse to the BMW Group's highest-volume vehicle plant in Europe – Record production in 2025: Plant hits 40-year high with 356,901 vehicles +++

+++ 8.7 million vehicles since start of production in 1986 +++
+++ Plant Director Armin Ebner: “Continuous efforts to increase competitiveness are the key to our success” +++

Regensburg. Plant Regensburg achieved a new production record of 356,901 vehicles in 2025, making it the BMW Group’s highest-volume car plant in Europe. Since the plant opened in 1986, 8.7 million vehicles have rolled off its production line. “With this record production, we not only reached a new all-time high in the plant’s 40-year history but also – as in the previous year – helped the BMW Group’s German plants build more than one million vehicles again in 2025,” says Plant Director Armin Ebner. “For 40 years, the plant has been a central development powerhouse for the eastern Bavarian region.”

Continuous efforts to increase competitiveness as key success factor 

“Continuous and consistent efforts to increase our competitiveness remain the key to our success. Every single day in Regensburg, we demonstrate that competitive production is possible in Germany,” adds Ebner. By implementing efficiency measures within its production system, BMW Group Plant Regensburg has lowered costs by more than a quarter since 2019.

“Digitalisation is an important lever for this,” says Ebner. Examples include the use of artificial intelligence in automated surface processing in the paint shop and for quality controls during vehicle assembly, or a cloud-based traffic control system for supplying parts. Since early 2025, new vehicles have also been able to navigate autonomously, without a driver, from the assembly line to the loading area.

More than 150,000 electrified models in 2025

More than 150,000 of the vehicles manufactured in Regensburg in 2025 were electrified – that is, either fully-electric vehicles or plug-in hybrids. The BMW X1 was the highest-volume model, with over 266,000 vehicles produced, while the BMW X2 accounted for more than 90,000 vehicles.

Over 55,000 vehicles remained in the company’s domestic market of Germany. More than half of the cars produced in Regensburg in 2025 went to customers in other European countries. More than 100,000 vehicles were shipped overseas.

Ebner is optimistic about the plant’s anniversary year: “With our attractive BMW X1 and BMW X2 models, we are producing exactly what our customers want, while continuing to operate three shifts around the clock.” Every 57 seconds, a new vehicle rolls off the assembly line. This currently adds up to more than 1,400 vehicles per workday, which are then delivered to customers around the world. Different types of drive train are flexibly manufactured on a single production line – from models with internal combustion engines to plug-in hybrids and fully-electric vehicles.

BMW Group Plant Regensburg – powering jobs across the region

As part of the settlement agreement with the City of Regensburg in the 1980s, BMW pledged to produce 400 vehicles per day and create 3,500 jobs. With the ramp-up and expansion of the plant in subsequent years, both employee numbers and production capacity increased: In 1991, the plant exceeded the 100,000-vehicle threshold for the first time, with around 128,000 cars manufactured. By 1999, it was building about 750 vehicles daily and more than 200,000 annually. In 2005, annual production surpassed 300,000 vehicles for the first time – with a daily output of around 1,000 units. Having assembled its one-millionth vehicle back in 1995, Plant Regensburg is set to produce its nine-millionth vehicle this year.

Employee numbers have also continued to climb: In 1988, the plant employed around 3,300 people. By 1991, that number had risen to about 7,300. Today, the BMW Group’s core staff at its Regensburg and Wackersdorf locations in eastern Bavaria comprises around 9,000 employees, including approximately 380 apprentices.

This makes the plant a significant economic factor and employer across the region. Ebner: “Our employees’ commitment, their innovation mindset and their forward-looking decisions have shaped BMW Group Plant Regensburg into what it is today: a driving force and economic engine for the entire region.”

40 years of BMW Group Plant Regensburg – overview of milestones:

1983      Decision, contract signing for establishment of Regensburg site

1984      Groundbreaking with Minister-President Franz-Josef Strauß;
              construction of production halls begins

1985     Topping-out ceremony

1986     Start of production for BMW 3 Series (E30); around 1,300 employees

1987      Paint shop commissioned;
first networked computers in assembly usher in the computer age

1988     Around 3,300 employees

1990      Body shop commissioned

1991      Annual production: around 128,000 vehicles, surpassing the 100,000 mark;
around 7,300 employees

1995      Production milestone: 1,000,000 vehicles manufactured in Regensburg

1997      Press shop completed

1999      Annual production exceeds 200,000 vehicles for the first time;
              more than 8,700 employees

2001      Groundbreaking for plant expansion: paint shop and body shop

2005      Annual production exceeds 300,000 vehicles for the first time

2007      Groundbreaking for press shop expansion

2010      Assembly/finish refurbishment

2013      New press system commissioned

2014      Completion of automated small parts warehouse

2015      EFQM Excellence Award; BMW X1 series launch

2017      West expansion of assembly commissioned

2018     Start of BMW X2 series production

2025      Additional body shop commissioned in Neutraubling

2026      Around 9,000 employees, including approx. 380 apprentices

40 years of BMW Group Plant Regensburg – vehicle models produced:

*Updated: Dec. 2025

BMW Group Corporate Communications
Saskia Graser, head of Communications Regensburg and Wackersdorf +49 151 6060 2014, Email: Saskia.Graser@bmw.de

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

Email: presse@bmw.de

BMW Group Plants Regensburg and Wackersdorf
BMW Group Plant Regensburg has been in operation for more than four decades. After construction of the production halls was completed in 1984, series production of the BMW 3 Series (E30) began in autumn 1986. As part of the settlement agreement with the City of Regensburg, BMW pledged at that time to produce 400 vehicles per day and create 3,500 jobs.

Today, Plant Regensburg is one of more than 30 BMW Group production locations worldwide. More than 1,400 BMW X1 and BMW X2 model vehicles roll off the assembly line each day, destined for customers around the globe. Different types of drive train are flexibly manufactured on a single production line – from models with internal combustion engines to plug-in hybrids and fully-electric vehicles.

Within the framework of the BMW iFACTORY, the BMW Group is also setting standards at its Regensburg location in the fields of digitalisation, circularity and competitiveness – as confirmed by recent awards. For example, in 2025, the plant was named “FACTORY OF THE YEAR” in the category “Excellent Large-Series Assembly”. In addition, the BMW X1 from Regensburg was once again voted Best in Class in “Best Cars 2025”. It is already possible to experience, in virtual form, what the factory will look like in the coming years. Production of the “Neue Klasse” – BMW’s next model generation – is set to ramp up in Regensburg in the second half of this decade.

BMW Group Plant Wackersdorf is home to cockpit production and parts supply for overseas plants, and also serves as the door and flap production centre for Rolls-Royce. With its battery testing centre, the site also makes a significant contribution to electromobility.

The BMW Group's core staff at its Regensburg and Wackersdorf locations in eastern Bavaria comprises around 9,000 employees, including approximately 380 apprentices.

www.bmwgroup-werke.com/regensburg/de.html

Midrand. BMW Financial Services South Africa marks a milestone for the books this year as the solutions provider celebrates its 35th anniversary.

Encapsulating three-and-a-half decades of industry excellence, the milestone is an opportunity for the company to reflect on its achievements and the impact it has had as a driver of financial activity and inclusion, customer-centric innovation and socio-economic transformation. The milestone also culminates in BMW Financial Services’ recent Level 1 B-BBEE status, an achievement that embodies the commitment to fostering transformation, empowering local stakeholders and investing in South Africa’s success.

“Achieving Level 1 B-BBEE signifies our commitment to the sustainable transformation of our company, its leadership and its business relationships, while also reflecting our dedication to inclusivity, empowerment, creating opportunities for all, and positively impacting the communities we serve. This achievement will not lead to complacency, though. Thank you to all who entrusted that we would rise from non-compliance in 2021, and to all who supported the journey with cold minds but hot hearts, making Nelson Mandela’s words ring true: ‘It is impossible until it is done.’” stated Stefan Schuett, CEO of BMW Financial Services South Africa.

Established in 1990 as a joint venture and renamed BMW Financial Services (Pty) Ltd in 1994, the division became an independent entity, setting out to be a customer enabler and serving as the gateway to the BMW brand by offering tailor-made financial solutions and services or BMW, MINI, Motorrad and other vehicles through ALPHERA Finance. In 1996, BMW Insurance was launched, empowering customers to customise their leasing and finance contracts with the extras that suited them, along with a new retail technology system for credit and debt collection that helped to streamline operations.

In 2000, BMW Financial Services was awarded a South African business financial rating of ‘AAA’ and an international rating of ‘BBB’, cementing its position as a market leader and heralding a series of service and product launches that would propel the division to new heights over the next decade. This included the launch of MINI Financial Services in 2002 and Flat Rate Insurance in 2012, the latter being an offering unique to the South African market.

The commitment to delivering a customer-centric value offering extends through the power of digital innovation. In 2020, BMW Financial Services went live with its digital sales platform, supported by the brand’s first Business Development Centre to support customers’ online journeys.

In 2022, the division established its first mobile presence via MyBMW App, integrating the MyAccount platform into the mobile app. It is currently piloting with the government’s electronic vehicle registration (eNATIS) platform. The trend of innovation continues in 2025 with the integration of artificial intelligence (AI) technologies in customer support processes, helping to enhance both the customer experience and empower team members with state-of-the-art tools and resources.

Throughout its 35-year history, BMW Financial Services has also strived to be a responsible corporate citizen, with projects and initiatives that reflect a commitment to people and communities. In 2015, Care4Water, a global BMW Group Financial Services employee initiative, was launched to raise funds to provide clean water to people in need. Between 2016 and 2017, the division conducted a local Care4Water rollout by installing 700 water filters in the Northwest and KwaZulu-Natal provinces, providing up to 70,000 South Africans with access to clean water.

To mark the anniversary, the team came together in full force, volunteering their time to support an important environmental initiative in partnership with Greenpop. The day was about more than planting trees, it was about making a positive impact for future generations and reaffirming our shared commitment to sustainability. With energy and purpose, the BMW Financial Services team successfully planted over 350 trees in a single day, a true reflection of their dedication to creating a greener tomorrow.

Other social responsibility initiatives that the division has participated in span the entirety of South Africa, touching many lives and helping to uplift communities through interventions such as food and essential item donations, building refurbishments and community event sponsorships.

From 2022, BMW Financial Services proudly onboarded its first intake of participants as part of its involvement in the Youth Employment Service (YES) programme. To date, the division’s involvement has led to 240 work opportunities for young people. Along with the company achieving Level 1 B-BBEE status, the YES programme reflects the division’s long-held principles of promoting youth employment.

“Thirty-five years is indeed a significant span of time, and we have utilised it wisely and purposefully. As we celebrate this important milestone, BMW Financial Services reflects on our rich history and current achievements, which serve as the bedrock for our future endeavours. We are already envisioning the profound impact we can create over the next 35 years, a vision made possible by the unwavering dedication of our teams, the strength and integrity of our brand, and innovative ideas that prioritise our brands and the South African community. Together, we are committed to shaping a brighter future,” Stefan Schuett added.

ENDS

On the occasion of the 50th anniversary of the BMW 3 Series, the press kit “40 Years of BMW 3 Series” from 2015 was comprehensively revised, supplemented and updated.

Please find it in the appendix.

Munich. BMW Group Classic publishes digital historical model overviews for use by the general public and supplements the recently revised BMW Group Online Archive with a comprehensive historical online product catalog of the BMW, Mini and BMW Motorrad brands.

First, the historic model overviews of the Mini and BMW Motorrad brands were made available to the general public in 2021. The historical model overview of the BMW brand is now also available online.

This research tool is available for media, enthusiasts and fans at
https://www.bmwgroup-classic.com/en/history/historic-modeloverview-bmw.html. 424 BMW models are available there. The BMW product range includes all series vehicles from the BMW 3/15 hp model to the BMW 3 Series (E46), including BMW Z4 (E85/E86). A total period of 80 years (1928 to 2008) was prepared. The historical model overviews of the Mini and BMW Motorrad brands round off the online research offering.

In all brand areas, there are overviews of all classic vehicles with short and informative texts on model series, body variants and engines.

These are enriched with current images from the BMW Group Classic vehicle collection and the historic BMW media archive. For this purpose, 614 data sets and 524 images were processed. During the design, emphasis was placed on the future viability of the tool. The historical model overviews can be extended with future vehicle generations.

Anyone who would like to delve even deeper into BMW Group cars and other topics related to BMW Group corporate history can do so under further links to the BMW Group Classic online archive, revised in 2024. For example, publications (brochures, workshop literature, on-board literature, etc.) and specialist books can also be found there.

Katrin Gfrörer, Head of BMW Group Archives and Historic Vehicle Collection: “By making our complete historical model overviews available online, we meet a high external demand for historical product information that has existed for many years and maximizes customer satisfaction with another digital tool. In addition, most of the database in our online archive is publicly available on the BMW Group Archive website and can be used for information and research purposes. These measures impressively underline BMW Group Classic's digitization strategy."

You can access the historical model overviews and the BMW Group Archive under the following links.

Hist. BMW model overview:
https://www.bmwgroup-classic.com/en/history/historic-modeloverview-bmw.html

Hist. Mini model overview:
https://www.bmwgroup-classic.com/en/history/historic-modeloverview-mini.html

Hist. BMW Motorrad model overview:
https://www.bmwgroup-classic.com/en/history/historic-modeloverview-bmwmotorrad.html

BMW Group Archive: https://bmw-grouparchiv.de/irc/

BMW Group Classic Website: https://www.bmwgroup-classic.com/en.html

Munich. This year’s festive campaign from BMW – titled “Das Geschenk” (The Gift) – tells the moving story of a young boy named Tim, who can think of nothing better than finding a very special treat for his beloved grandma. At the same time, the brand continues its journey to the introduction of the Neue Klasse by casting an eye back to an icon of automotive history that ushered in a new era for BMW (also under the Neue Klasse name) in the 1960s. The film at the heart of the campaign brims with feeling as it shows how Sheer Driving Pleasure brings generations together – in two different ways.

The film begins with a stroll through a festively decorated city centre. Tim and his parents are looking for a Christmas gift for his grandmother. His parents come up with one suggestion after another, each as clichéd as the last and each promptly and confidently dismissed by their seven-year-old. Eventually, in a shop window he spots the thing that will give his gran – and himself – the greatest joy. Tim’s parents are initially unconvinced, but in the end decide to go along with their son’s wishes. Tim’s grandmother opens the enormous package with her family on Christmas Eve to reveal a BMW Junior Seat children’s car seat. Both grandmother and grandson know straightaway what this means: they can now enjoy trips together in her classic BMW 1500. Because joy is the most precious gift – and the joy of driving bridges young and old.

This entertaining festive film highlights the Sheer Driving Pleasure at the core of the brand and makes the BMW 1500 – launched under the Neue Klasse umbrella more than 60 years ago – the “sleeper star” of the campaign. The film was shot in Vienna, Austria, and soundtracked by 1980s Christmas classic “Christmas In Hollis” by US hip-hop legends Run-D.M.C.

Social media cues invite the community to get involved.

Jung von Matt came up with the idea and concept for the latest festive campaign. The Hamburg creative agency teamed up with BMW Marketing and Munich-based production company Hochkant to produce the 100-second film, which will be shown on BMW’s YouTube, LinkedIn and Instagram channels. In addition, the film will feature on Netflix in both Germany and Great Britain. And a 60-second version of “Das Geschenk” will also be aired on free TV in Germany over the festive period.

PIRO GmbH is responsible for rolling out the campaign across the brand’s social media platforms. The idea of Tim’s rather special and unconventional gift is also picked up on in a series of accompanying posts. For example, festive visuals depict car parts – wrapped up in Christmas paper – that present the community with a puzzle to solve.

When generations meet – looking at an iconic classic with modern eyes.

Both driving pleasure and the allure of the classic BMW 1500 are universal and timeless. And a separate social media series frames these generation-spanning vibes with particular charm. Tim tries to interact with the classic car as he’s used to doing with modern vehicles, but the Neue Klasse from the 1960s lacks power windows, the BMW Intelligent Personal Assistant and other contemporary features. Not to worry, though, because Tim’s gran always has a trick or ruse up her sleeve to maintain the illusion, feed the young lad’s imagination and spread the feeling of pure joy.

https://youtu.be/q3enbnm08q4

In the event of enquiries please contact:

Corporate Communications

Cypselus von Frankenberg, Product Communication BMW Automobiles

Telephone: +49-89-382-30641

E-mail: Cypselus.von-Frankenberg@bmw.de

Alexandra Landers, Head of Product and Brand Communication BMW

Telephone: +49-89-382-30871

E-mail: Alexandra.Landers@bmw.de

Internet: https://newsroom.bmwgroup.com/global/en

E-mail: presse@bmw.de

The BMW Group

With its four brands BMW, MINI, Rolls-Royce and BMW Motorrad, the BMW Group is the world’s leading premium manufacturer of automobiles and motorcycles and also provides premium financial and mobility services. The BMW Group production network comprises over 30 production sites worldwide; the company has a global sales network in more than 140 countries.

In 2023, the BMW Group sold over 2.55 million passenger vehicles and more than 209,000 motorcycles worldwide. The profit before tax in the financial year 2023 was € 17.1 billion on revenues amounting to € 155.5 billion. As of 31 December 2023, the BMW Group had a workforce of 154,950 employees.

The success of the BMW Group has always been based on long-term thinking and responsible action. The company set the course for the future at an early stage and consistently makes sustainability and efficient resource management central to its strategic direction, from the supply chain through production to the end of the use phase of all products.

www.bmwgroup.com

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

YouTube: https://www.youtube.com/bmwgroup

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

Facebook: https://www.facebook.com/bmwgroup

X: https://www.x.com/bmwgroup

• A brief history of the Rolls-Royce Silver Shadow, launched in 1965
• At launch, the most technically advanced motor car in the world
• First Rolls-Royce to be offered only as a complete motor car, representing a decisive shift to monocoque construction
• Today, Silver Shadows can still be seen wafting along Rodeo Drive, Champs-Élysées, Sheikh Zayed Road, New Bond Street and other prestigious haunts in the world’s great cities
• Seventh in a series celebrating landmark models from the marque’s history
• Part of a year-long retrospective in honour of the 120th anniversary of the first meeting between Henry Royce and The Hon. Charles Stewart Rolls in 1904

“Silver Shadow is a pivotal model in the Rolls-Royce story. It marked a decisive shift away from traditional rolling chassis and coachbuilding to monocoque construction, and was the first Rolls-Royce to be offered only as a complete motor car. At the time of its launch in 1965, Silver Shadow was the most technically advanced motor car in the world, and its underlying design was enormously influential on Rolls-Royce models that followed it. Created by the legendary John Blatchley, it was originally intended to have a 10-year lifespan: in the end, it underpinned models including Silver Spirit and Corniche right up until the late 1990s. Sixty years on, it has become a true modern classic, fondly remembered by those who knew it at the time, and increasingly popular with a new generation of Rolls-Royce enthusiasts, owners and collectors.”
Andrew Ball, Head of Corporate Relations & Heritage, Rolls-Royce Motor Cars

In February 1954, senior engineers at Rolls-Royce were already thinking about the replacement for Silver Cloud – even though Silver Cloud itself was still being finalised and would not actually be launched until the following year.

The reason was simple; times were changing, and the company could foresee that, in the future, owners would want motor cars that were more compact overall, but not to the point of sacrificing interior space. This was extremely difficult to achieve using the traditional technique of mounting coachbuilt bodywork on a rolling chassis; the construction method used for every Rolls-Royce motor car since 1906. The engineers knew that the answer lay in monocoque construction, where the body and floorpan are integrated into a single ‘unibody’, with the suspension and other mechanical components carried on the front and rear subframes.

Work on the new design began in earnest in 1958, with two experimental models: one with a 126-inch (317.5cm) wheelbase, of which only three were built, and another 6.5 inches (16.51cm) shorter. They soon realised that the smaller version was the way forward and it entered full development under the codename ‘SY’. It was this shorter-wheelbase version that would become the new model, named Silver Shadow, which made its debut in 1965.

Silver Shadow’s broad concept and detailed design were the work of chief styling engineer John Blatchley, who had joined Rolls-Royce in 1940 from coachbuilder Gurney Nutting. His unenviable brief was to produce an up-to-the-minute design that could also remain in production for up to 10 years, to recoup the high tooling costs associated with monocoque construction.

His task was complicated further by the fact that Silver Shadow was, by some distance, the most technically advanced car in the world at that time. Indeed, it ranked alongside the Silver Ghost and Phantom III – and Ghost in the modern era – as the most radical advance in design in any single Rolls-Royce model.

Although the engine and its Hydramatic four-speed automatic gearbox were carried over from the preceding Silver Cloud III, practically everything else about Silver Shadow was new. The most obvious innovation was the three-box bodyshell which, despite being much smaller, offered increased interior passenger space, a larger fuel tank and greater luggage capacity than Silver Cloud.

Comfort, handling and quietness were also substantially enhanced. This was due to the monocoque body’s higher torsional rigidity, and the Vibrashock mountings that isolated the subframes from the bodyshell, reducing noise, vibration and harshness transmitted from the road surface. Other ‘firsts’ included four-wheel disc brakes, hydraulically operated, self-levelling independent rear suspension, and electrically operated gear-change selector and front-seat adjustment.

The designers understood that there would still be a market for a ‘sportier’ version of Silver Shadow. However, since they were not prepared to deviate from the monocoque form that gave the bodyshell its strength and structural integrity, they could not leave this to the few remaining independent coachbuilders. Their solution was to use their own in-house coachbuilders, Mulliner Park Ward Ltd, to assemble and finish bodyshells specially prepared by the suppliers, Pressed Steel Company Ltd. The resulting fixed-head two-door saloon and drophead coupé models were introduced to the public in 1966.

Further technical changes followed in 1968, when the four-speed Hydramatic gearbox was superseded by the three-speed GM400 with a torque convertor. At the same time, the suspension, which had proved admirably suited to American roads, was stiffened slightly to better reflect European conditions, in what owners everywhere judged a pleasingly excellent solution.

The Belgian author and motoring journalist Paul Frère (1917–2008), who also won the 24 Hours of Le Mans, described one memorable drive in a Silver Shadow. “I did the trip from Brussels to Monaco in one day. It felt strange speeding down the Autoroute at 110 mph with no noise coming from the engine or road, and the air conditioning keeping the temperature inside the car perfect. On reaching Monte Carlo, one impression of the Silver Shadow was dominant. I was fresh, relaxed and not in the least bit tired – a remarkable tribute to a car after having driven 700 miles.”

In 1969, Rolls-Royce began offering Silver Shadow in long-wheelbase form, with and without divisions, and mostly with a smaller rear window. These were created by Mulliner Park Ward, who simply cut the standard bodyshells in half and lengthened them by 4.5 inches (11.43cm) to increase rear passenger legroom.

1971 marked a key juncture for Rolls-Royce. Its motor car and aero engine activities were split into two separate entities, a distinction that remains to this day, with Rolls-Royce Motor Cars a wholly-owned subsidiary of BMW Group, and entirely unrelated to Rolls-Royce plc. In what were economically uncertain times, the automotive division made a bold move by announcing improved Mulliner Park Ward motor cars, still based on the original SY design, under the name Corniche. Their final iteration, Corniche Series IV, ceased production in 1995.

By 1977, Silver Shadow had evolved sufficiently to warrant its formal redesignation as Silver Shadow II. This was more of a ‘driver’s car’, with revised suspension settings, rack-and-pinion steering and a cleaner, more efficient exhaust system. All occupants benefitted from improved ergonomics and an advanced split-level air conditioning system, with controls housed in a completely new fascia. These Series II motor cars were easily identified by their large-section black polycarbonate bumpers required by regulators in the United States; outside the US, Silver Shadow II sported a full-width front spoiler – which Rolls-Royce termed an ‘anti-lift panel’ – for added straight-line stability at speed. As Series II cars, the long-wheelbase Mulliner Park Ward variants were designated Silver Wraith II.

Silver Shadow was finally replaced in 1980 by Silver Spirit – essentially the same SY floorpan and mechanics with restyled bodywork – which remained in production until 1997. The SY design had thus proved so enduringly successful, it served Rolls-Royce for more than three times the 10-year lifespan originally anticipated for it. While precise figures are impossible to come by, it is generally accepted that some 37,000 Silver Shadows and Corniches were built, making it the most successful design in the company’s history prior to the contemporary Goodwood era. Even today, nearly 60 years on, Silver Shadows can still be seen wafting along Rodeo Drive, Champs-Élysées, Sheikh Zayed Road, New Bond Street and other prestigious haunts in the world’s great cities.

Munich. This landmark year is particularly special as MINI introduces an all-new lineup, featuring the beloved MINI Cooper, the versatile MINI Countryman, and the bold MINI Aceman. These new models represent the next chapter in MINI's storied history, combining cutting-edge technology with the classic driving excitement that MINI is known for.

In addition, Fall 2024 will see the debut of the entire new John Cooper Works lineup, available in both petrol and electric versions. These high-performance models continue the legacy of MINI’s racing heritage, offering enthusiasts a choice between 4-cylinder TwinPower engines and the latest in electric performance.

This year also marks the 60th anniversary of MINI’s first victory at the Monte Carlo Rally - an achievement that solidified MINI’s reputation in motorsport. Fittingly, MINI celebrated this heritage with a category victory at the 2024 24 Hours of Nürburgring race, thanks to the exceptional performance of the MINI John Cooper Works PROtotype prepared by Bulldog Racing.

As MINI commemorates 65 years of automotive excellence, the brand looks forward to continuing its legacy of innovation, racing success, and driving excitement for many years to come.

In case of queries, please contact:

Corporate Communications

Franziska Liebert, Pressesprecherin MINI
Telefon: +49-89-382-28030
E-Mail: franziska.liebert@mini.com    

Andreas Lampka, Head of Communications MINI
Phone: +49-89-382-23662
E-mail: andreas.lampka@mini.com

Munich. Over a two-year period culminating in 2025, BMW Group Classic will have certified more than 20 Swiss BMW, BMW Motorrad and MINI retailers as BMW Group Classic partners.

The main criteria for successful certification as a BMW Group Classic partner are possessing the necessary expertise in historic BMW, BMW Motorrad and Mini vehicles and holding a suitable range of specialist tools for maintaining vintage vehicles and recent classics produced by BMW and Mini (from R50). Ensuring employees have the right level of training is a basic prerequisite for meeting customer requirements. Relevant training measures will be offered.

Customers looking for a BMW Group Classic partner to maintain, repair, restore or look after their historic vehicles can take advantage of the range of services traditionally available in Munich, but now also provided by specialists locally.

The support provided by BMW Group Classic headquarters in Munich for the local partners spans its full range of services, from assistance with technical issues, via help with procurement of replacement parts and remanufacturing of specialist tools, to provision of specific data/information from the BMW Group Archive and elsewhere.

The process of certifying BMW Group authorised retailers and workshops as BMW Group Classic partners began in 2019, and the number of international partners now stands at 148.

Bringing the history of the BMW Group to life and helping to shape the future are established pillars of BMW Group Classic strategy. 

To celebrate the certification of the new BMW Group Classic partners, a large-scale event – featuring a host of iconic vehicles from BMW history and some of the company’s latest new products – will take place at the BMW Group Brand Experience Center in Dielsdorf on 10 August 2024. This day-long event, with its richly varied programme, will give visitors the chance to meet BMW Group Classic and its local partners and explore what they have to offer.

• Rolls-Royce marks the 120th anniversary of the first meeting between founders Henry Royce and The Hon. Charles Stewart Rolls, on 4 May 1904
• A brief review of the founders’ lives and careers in the years leading up to their historic encounter in Manchester, and the roles of other less well-known, but nonetheless pivotal, actors in the Rolls-Royce origin story
• An examination of the world and society in which Rolls-Royce was established and the marque’s contribution to the wider technological progress of the age
• Part of a year-long celebration of the extraordinary people, events and motor cars that make up Rolls-Royce’s rich and remarkable heritage

“From a modern perspective, 1904 can feel impossibly distant from our own times. But it was an age of unprecedented invention, innovation and technological progress, in which many of the things we now take for granted first appeared. Rolls-Royce was born into this extraordinarily dynamic, creative world and would go on to shape it profoundly and irrevocably. Looking back, the meeting of Rolls and Royce seems somehow predestined, the arcs of their respective careers up to that point making it appear almost inevitable. In fact, it came about through a web of chance connections and overlapping relationships; without these, given their vastly different backgrounds and social circles, it might never have happened at all. We are proud to continue their remarkable story, to celebrate and build upon their unique legacy 120 years later.”
Andrew Ball, Head of Corporate Relations and Heritage, Rolls-Royce Motor Cars

On 4 May 2024, Rolls-Royce Motor Cars marks the 120th anniversary of the first meeting between Henry Royce and The Hon. Charles Stewart Rolls. The founders’ personal stories, the history of the company they founded and its motor cars are well known and available to view elsewhere on the Rolls-Royce PressClub.

To celebrate this auspicious anniversary, Rolls-Royce considers the historical, technological and social context in which the marque came into being and the impact and influence of the Rolls-Royce name over its 120 years. But to fully understand the marque’s origins and legacy, one must first reach a little further back in time and examine the founders’ activities in the years immediately prior to that first, world-changing encounter in 1904.

HENRY ROYCE: THE ENGINEER

For Henry Royce, the story really begins in late 1884, when he founded his first engineering company, F. H. Royce & Co. (he was christened Frederick Henry) in Manchester. Initially producing small items such as battery-powered doorbells, the company progressed to making heavy equipment including overhead cranes and railway shunting capstans.

But after almost two decades of expansion and success, in 1902 the company was heading for financial trouble, owing to competition from an influx of cheaper products from Germany and the USA. Royce’s perfectionism and obsession with improvement meant he was not prepared to enter a race to the bottom, or compromise the quality of his products. Habitual overwork and constant strain seriously affected his already weakened constitution, and finally his health collapsed entirely.

His doctors ordered him to take an extended break, so Royce embarked on a 10-week visit to his wife’s family in South Africa. Yet even on a medically imposed rest cure, his engineer’s mind was as active and inquisitive as ever. His choice of reading material on the long voyage was The Automobile: Its Construction and Management, originally written in French by Gérard Lavergne and translated into English that year. This was literally ‘the book’ on how to build a motor car, and Royce was clearly both enlightened and inspired by it.

On his return to England, Royce – now physically and mentally recovered – immediately acquired his first motor car, a French 10 H.P. Decauville. It’s often been assumed that this car was so poorly made and unreliable that Royce, out of sheer frustration, set about addressing its numerous defects.

In fact, almost the opposite is true. He chose the Decauville precisely because it was an excellent, state-of-the-art machine with the express intention of dismantling it, analysing every component, then producing his own car from scratch. Any reasonably competent engineer could have upgraded a badly built, substandard product: it took a genius of Royce’s stature to, in his own words, “take the best that exists and make it better”.

THE VITAL ROLE OF ‘LITTLE ERNIE’

One of the lesser known – but nonetheless vital – contributors to the first Royce cars’ development was Ernest Wooler. Born in Manchester in 1888, 15-year-old Ernest stood five feet four inches (1.62m) tall and was nicknamed ‘Little Ernie’ when he joined Royce Limited in 1903 as an indentured premium apprentice – a position for which his father paid the very considerable sum of £100 (over £15,000 at today’s values). He worked a 56-hour week for a shilling a day (about £7.60 now) in the drawing office, learning to make blueprints – and, strictly against the rules, producing his own drawings on the draughtsmen’s boards.

One morning, he received an ominous summons: Mr Royce himself wished to see him. After severely reprimanding the unfortunate youngster for his unauthorised handiwork, Royce ordered him to go and fetch a typist’s notepad. Mystified, Ernie did as he was instructed and gave the pad to his employer. Royce waved it away. “You hold onto that and follow me,” he said and led the way to the workshops, where he climbed onto the Decauville, took off his jacket and rolled up his sleeves. Then, assisted by a fitter, he began methodically taking the car apart. Nearby, Ernie sat on a box with his notepad. “Each piece was handed to me, and I made a sketch of it and added the dimensions they quoted,” he later recalled.

As Royce correctly judged, Ernie was the ideal person to capture the basic data that would inform the design of the motor cars that followed. It’s also tempting to wonder if Royce recognised a kindred spirit; a young man starting at the bottom, but eager to better himself. If so, he was right. In 1913, Ernie emigrated to America and enjoyed a successful career as a design engineer, becoming an expert in bearings and filing a number of patents. In 1947, he retired to Hillsboro Beach, Florida, where he was elected as the town’s first mayor.

SMALL THINGS MAKE PERFECTION

Royce had left school aged just 10 and his formal education consisted of evening classes in English and Mathematics that he attended in his late teens; later, as the world-renowned Sir Henry, he still self-deprecatingly described himself as being able to do no more than simple arithmetic. But he had an instinctive, intuitive talent that more than made up for his lack of academic credentials.

As noted, the Decauville was a highly evolved motor car in its own right and Royce sensibly retained some of its key features – a two-cylinder engine, live propshaft and differential rather than chain drive – in his own designs. He also introduced numerous detailed alterations and innovations: mechanically rather than atmospherically operated inlet valves; a more effective radiator; replacement main, big end and gearbox bearings; and a single gear lever replacing the Decauville’s notoriously tricky twin-lever arrangement. From the outset, he was obsessed with reducing the car’s overall weight, beginning with the simple and obvious expedient of discarding the Decauville’s bronze warning bell, which reputedly weighed around 20kg (over 40lb).

It was not only the Decauville that Royce subjected to his intricate and exacting scrutiny. Between 1902 and 1905 he repaired, investigated and test-drove various makes of cars belonging to (presumably willing) friends and acquaintances to gain additional first-hand insights. According to his own records, he covered some 11,000 miles in the course of this research; many of them undoubtedly in the Decauville, which he kept until at least 1906.

Royce the engineer was aiming to build the best car in the world. It was no vanity project or proof-of-concept exercise: he wanted his technical innovation to be commercially viable. Unfortunately, easy charm, a wide social network and a way with words were not among his many gifts. But in London, there was a young man who had these qualities in abundance.

THE HON. CHARLES STEWART ROLLS: THE SALESMAN

In many respects, The Hon. Charles Stewart Rolls was Royce’s antithesis: wealthy, aristocratic, urbane, well-connected and highly (and expensively) educated. What they shared was a passion for engineering and machinery – in Rolls’s case, racing cars, hot air balloons and aeroplanes.

After graduating from Cambridge in 1898, Rolls had been briefly employed as Third Engineer on his family’s steam yacht, the Santa Maria, following a spell at the London & North-Western Railway in Crewe. But after just a few years, he realised that his considerable talents required a different outlet.

In January 1902, Rolls opened one of Britain’s first car dealerships, C. S. Rolls & Co., in Fulham, west London, partnering with the formidable Claude Johnson at the end of 1903. The enterprise, initially underwritten by Rolls’s father, Lord Llangattock, imported and sold French Panhard and Mors cars, as well as Minerva vehicles built in Belgium. The business seemingly flourished, but Rolls was frustrated that all his stock was designed and manufactured overseas. He could find no car produced domestically that met his clients’ needs, or his own standards as both a trained engineer and a lifelong enthusiast.

As 1904 dawned, the elements of a potentially transformative partnership were in place: Royce the gifted engineer in search of a market; Rolls the consummate salesman seeking a game-changing product. All that was needed was something – or someone – to bring them together.

HENRY EDMUNDS: THE CRUCIAL CONNECTION

Rolls had befriended Henry Edmunds through the Automobile Club of Great Britain & Ireland (later the Royal Automobile Club). Edmunds was a director of Royce Limited and had driven one of the company’s early 10 H.P. cars. His enthusiasm for the car was such that Rolls requested a meeting with its creator, which Edmunds duly arranged. On returning to London from Manchester, Rolls told Claude Johnson that he had found “the greatest motor engineer in the world”. Rolls agreed to sell all the cars Royce could make and the rest is, literally, history.

THE WORLD IN 1904

So much for the personalities. What of the world and context in which Rolls-Royce was formed?

Much of what is taken for granted today was still decades in the future – indeed, many things now considered essential would not arrive until the following century. From the vantage point at the time of writing in 2024, 1904 feels like ancient history: a grainy, distant, black-and-white world detached from our own times and experiences.

Rolls and Royce met in a world without television, penicillin or FM radio. Construction work had just begun on the Panama Canal; The RMS Titanic wouldn’t set sail on her fateful maiden voyage for another eight years. King Edward VII was two years into his reign, having succeeded his mother, Queen Victoria, in 1902 – the year that also saw the end of the Boer War, one year prior to Wilbur and Orville Wright making the world’s first flight in a powered aircraft. Arthur Balfour was British Prime Minister, Theodore ‘Teddy’ Roosevelt was President of the United States and Franz Joseph I was Emperor of Austria-Hungary.

The motor car, too, was still in its infancy; Karl Benz had produced the first ‘true’ petrol-powered automobile – albeit with just three wheels – in 1886, and motoring remained largely a hobby for daring, well-heeled enthusiasts like Charles Rolls. The world would have to wait until 1913, when Henry Ford displayed the world’s first moving assembly line, for cars to become accessible and affordable to the majority of the population.

But the seeds of our modern life were there. This was the belle époque, an unusually protracted period of peace and political stability in Europe that gave rise to economic confidence and prosperity, which in turn encouraged a surge in innovation. The preceding 20 years alone had seen the invention of the vacuum cleaner, electric oven, dry-cell battery, ballpoint pen, cinema, pneumatic tyre, x-rays and radio. The great technical marvel of 1904 was City of Truro, the first steam locomotive in the world to exceed 100mph – a record that stood for 30 years.

There were significant social and cultural advances, too, with the appointments of Britain’s first black mayor, and first female university professor. The London Symphony Orchestra gave its inaugural concert and the Coliseum Theatre opened in the West End. Literary circles were graced by titans including Mark Twain, H. G. Wells, Jules Verne, James Joyce, Leo Tolstoy and P. G. Wodehouse; concert halls and opera houses premiered works by Debussy, Sibelius, Ravel, Elgar, Puccini, and Mahler. New types of music also bloomed, as the syncopated rhythms that would inform Jazz proliferated through Ragtime.

It was into this extraordinarily fertile, dynamic and optimistic age that Rolls-Royce was born. A time in which visionaries and pioneers would shape how the world thought, functioned and behaved for years or decades to come; exactly what Rolls and Royce did with their new motor car.

By building a machine whose engineering, performance, reliability and durability surpassed everything that had gone before, Royce and Rolls set the standard not only for all the Rolls‑Royce models that would follow, but for the motor car itself. In so doing, they shaped a technology that would transform work, travel, communications, communities, infrastructure, design, technology, materials society, politics, economics and culture in ways they could never have predicted.

A PERMANENT LEGACY

Rolls and Royce fulfilled their mission to create ‘the best car in the world’. They gave their names to a dynasty of motor cars that defined, and continues to define, superluxury motoring across the world.

But perhaps their crowning achievement is to have made Rolls-Royce the global exemplar of excellence. Practically every product, service, device and technology that has been invented since 1904 has aspired to be ‘the Rolls-Royce of…’ its industry or sector. The standard they set 120 years ago is still driving innovation and improvement everywhere – including within the company they created.

Dingolfing. Exactly 50 years ago, cars built by the Bavarian premium manufacturer began rolling off the assembly line at BMW Group Plant Dingolfing. Since 27 September 1973, the people who work at what is now the BMW Group's largest European plant have produced Sheer Driving Pleasure more than twelve million times. “This anniversary is naturally an opportunity to look back on this plant’s amazing success story – but it is also an excellent reason to look ahead to the future with optimism,” said Plant Director Christoph Schröder, at a ceremony attended by representatives from business and the political sector. “Because this plant will continue to be of tremendous importance to the BMW Group, to the region and to many thousands of people.”

12 million BMW cars in 50 years

The figures presented to guests by Plant Director Christoph Schröder and Stefan Schmid, Chairman of the Dingolfing Works Council, in the light-hearted speech they delivered together, are impressive. In purely mathematical terms, with 12 million vehicles produced over the past five decades, that means a BMW rolled off the Dingolfing assembly line every 60 seconds: from the very first Iberian Red BMW 520 on that Thursday back in 1973, right up to today.

Almost two thirds of the production volume comes from Dingolfing’s core model series, the BMW 5 Series: The eighth generation, which has been in production since early July, will be hitting showrooms in the coming days. The range of models produced has gradually expanded over the decades and, today, with vehicles from the BMW 4 Series, 5 Series, 6 Series, 7 Series and 8 Series, as well as the BMW iX and BMW M GmbH models, it has reached a dimension that sets the benchmark for the whole automotive industry.

However, Dingolfing’s carmakers not only excel in large-scale production, with the highest level of efficiency and precision, but also in craft-scale manufacturing. The 99 BMW 8 Series models designed by American artist Jeff Koons in 2022, the 50 recently-delivered highly exclusive BMW 3.0 CSL and the BMW i7 Protection, the world's first fully-electric security vehicle, all testify to this outstanding expertise. The body shop also meets the highest standards of quality and craftsmanship required for all Rolls-Royce models in Unterhollerau.

Plant Dingolfing as job engine for the region

Plant Dingolfing is closely associated with the economic rise of the eastern Bavaria region. “In the past ten years alone – including permanent jobs for apprentices and temporary staff – we have hired 12,000 people here at the site,” said Stefan Schmid. The Works Council Chairman also announced that the number of new apprentices starting their training at the Dingolfing location in the coming year will increase to 350, with a view to the planned site in Irlbach-Straßkirchen. “We will continue to be the BMW Group's largest vocational training facility.”

The decisive guarantee of this 50-year success story is the continuing adaptability of the Dingolfing workforce. “Pioneers never stand still,” said Schröder, underlining that: “We have stayed young in our thinking, we are technology leaders with our processes and our products are clearly geared towards the future.” The plant is shaping the transformation towards e-mobility in a way that is “strategically smart, forward-looking and proactive”. With its strategy of a highly flexible production system that allows all drive train variants to be built efficiently on one line, according to market demand, the plant is ideally positioned, Schröder explained: “We have every reason to be optimistic about the future.”

Three series launches of electric models in two years

With the BMW iX, i7 and i5, Plant Dingolfing has celebrated the premiere of three fully-electric models within the space of two years. With the start of production for the BMW i5 Touring in the coming year, Schröder expects fully-electric vehicles to account for about 40 percent of Dingolfing's total production in 2024. “I am confident production volumes will climb to well over 300,000 units in the next year as the entire 5 Series family becomes available.”

Schröder also believes digitalisation will become even more important, explaining that both the product and the production process will increase in complexity – all of which needs to be controlled and validated. “Dingolfing is doing an excellent job,” explained the plant director: “We are leaders in our industry, with a large number of projects, such as Automated Driving In-Plant, AI-based camera systems and smart logistics applications.” In many respects, a vehicle plant has been a tech company for years. “That is why we are deliberately strengthening our IT functions – for example, through the Innovation Hub, which the BMW Group established together with Microsoft, Intel and NTT at the Dingolfing training centre.”

The BMW Group in Dingolfing – more than just a car plant.

In addition to cars, vehicle components such as pressed parts and chassis and drive systems are also produced in Dingolfing. Component plant 02.20 is home to the Competence Centre for E-Drive Production, with about 2,400 employees, which supplies the BMW Group’s vehicle plants worldwide with electric motors and high-voltage batteries for production of plug-in hybrids and fully electric models. Since 2015 alone, more than one billion euros have been channelled into expanding the component plant, which is capable of producing electric powertrain components for more than 500,000 electrified vehicles.

Another important element of the Dingolfing location is the so-called Dynamics Centre, the heart of the BMW Group’s central aftersales logistics, which provides the global BMW and MINI retail organisation with original parts and accessories.

The BMW Group recently invested several hundred million euros in the site each year – with the next investments in future products and technologies already becoming apparent. “Because, of course, the models of the future being built in Dingolfing will also benefit from the innovations and technology clusters of the NEUE KLASSE,” says Schröder. The assembly plant for high-voltage batteries planned in Irlbach-Straßkirchen will be an essential element of this. “On the one hand, it will secure the jobs of thousands of people; on the other, it will enable the successful transition of Plant Dingolfing towards electromobility.”

If you have any questions, please contact:

Julian Friedrich, BMW Group Plant Dingolfing, head of Communications

Telephone: 49 8731 76 22020, Email: Julian.Friedrich@bmw.de

Thomas Niedermeier, BMW Group Plant Dingolfing, Communications

Telephone: +49 8731 76 27666, Email: Thomas.Niedermeier@bmw.de

Media website: https://newsroom.bmwgroup.com/global/en www.bmw-werk-dingolfing.de

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

Email: presse@bmw.de

BMW Group Plant Dingolfing

Plant Dingolfing is the BMW Group’s largest European production site.

Over 1,500 BMW 4 Series, 5 Series, 6 Series, 7 Series and 8 Series cars, as well as the fully-electric BMW iX, come off its production lines every day. Around 282,000 vehicles were built at the plant in 2022.

More than 18,000 people currently work at the site and 850 apprentices are being trained in 15 occupations. This makes the BMW Group site in Dingolfing not only the region's biggest employer by far, but also one of the country's largest industrial production sites and vocational training facilities.

In addition to cars, vehicle components such as pressed parts and chassis and drive systems are also produced in Dingolfing. Component plant 02.20 is also home to the company-wide Competence Centre for E-Drive Production, which supplies the BMW Group’s vehicle plants worldwide with electric motors and high-voltage batteries for production of plug-in hybrids and pure electric models.

The car bodies for all Rolls-Royce models are also built at the site. The so-called Dynamics Centre, a large storage and transshipment facility at the heart of the BMW Group’s aftersales logistics, provides the global BMW and MINI retailer organisation with original parts and equipment.

Munich/Le Mans.

BMW Group Classic is returning to the Le Mans Classic for the first time since 2014 – and will line up at the Circuit de La Sarthe with the legendary BMW M1 Group 4 in “Münchener Wirtshaus” livery. Piloting the car will be the original driver trio from the 24 Hours of Le Mans in 1981: HRH Prince Leopold of Bavaria (DE), Christian Danner (DE) and Peter Oberndorfer (DE).

On 15 June 2023 the team met up at the Spatenhaus an der Oper restaurant in Munich to set the scene for the action to come.

The drivers got together with fans and media representatives to
recreate the pre-race public photo call from 1981. The event on 3 June that year was intended to shine the spotlight on the company’s involvement in the upcoming 24-hour race.

So history was repeating itself this year – with the same venue, the same car and the same drivers.

“I’m really looking forward to driving the BMW M1 Group 4 in “Münchener Wirtshaus” livery at Le Mans again after 42 years,” said HRH Prince Leopold of Bavaria.

“It makes me particularly proud that my friends Christian Danner and Peter Oberndorfer are here with me, so that we can take a trip back in time in a very special way.”

2023 is a year of celebrations.

BMW Group Classic decided to enter the Le Mans Classic, in cooperation with BMW Motorsport and BMW France, to mark the centenary of the legendary 24 Hours of Le Mans. Plus, the BMW sales company in France is celebrating its 50th anniversary this year. And on 21 June, His Royal Highness Prince Leopold of Bavaria will turn 80.

As well as entering the BMW M1 Group 4 in the Plateau 6 category, BMW Group Classic will be hosting an exhibition of Le Mans racing icons at the Musée des 24 Heures du Mans:

The overall winner of the 24 Hours of Le Mans in 1999 – the BMW V12 LMR – will take its place alongside the first ever BMW Art Car, the BMW 3.0 CSL from 1975 created by Alexander Calder. Visitors will also be able to admire the BMW M3 GT2 Art Car from 2010 – the work of Jeff Koons.

Just under 20 privately entered historic BMW racers will also be taking part in the Le Mans Classic.

More photographs will be available here:

https://www.bmwgroupclassic-downloads.com/Events/2023/

Alcohol free beer has been served.

Munich/Goodwood. BMW Group Classic will be making the journey to southern England a little earlier than usual this year. It will bring the legendary Brabham BMW BT52 Formula 1 racing car to Goodwood in mid-April to celebrate various anniversaries with a series of exclusive demonstration laps. Performing the driving duties will be David Brabham, son of three-times Formula 1 world champion and team founder Sir Jack Brabham.

1983 was a very special year for the BMW brand. Brabham BMW’s Nelson Piquet became the first driver to win the Formula 1 World Championship in a turbocharged car. The title victory was sealed just 630 days after the arrival of BMW as engine suppler to the British Brabham team, setting a milestone for BMW Motorsport.

The potential of the Brabham BMW BT52 was already evident in spring 1983 during the then popular testing sessions at the Goodwood Motor Circuit. It was here that Piquet set the Goodwood lap record, becoming the first driver to power around the circuit in under a minute. The Brazilian’s lap remains the best ever recorded at Goodwood.

The history of motor racing at Goodwood began seven-and-a-half decades ago, the “75 years of motorsport at Goodwood” celebrations adding another highlight anniversary to the 80th Goodwood Members’ Meeting this year.

Não é apenas em duas rodas que se vai celebrar a velocidade em pista em Portimão.

O Grande Prémio Tissot de Portugal em MotoGP, que decorre entre 24 e 26 de março no Autódromo Internacional do Algarve, vai contar também com a visita do antigo piloto Ralf Schumacher e de um veículo que fez história.

Será já no próximo sábado e domingo, dias 25 e 26 de março, que o antigo piloto alemão vai dar acelerar no circuito, ao volante do histórico F1 BMW Williams FW25. O público presente no Autódromo Internacional do Algarve vai poder ver e ouvir o poderoso V10, com 945 cavalos de potência.

Este regresso à pista em jeito de celebração do F1 BMW Williams FW25 acontece 20 anos após as duas vitórias em 2003 de Ralf Schumacher ao volante deste chassis – conquistas registadas no Grande Prémio da Europa, em Nürburgring, e no Grande Prémio de França, em Magny-Cours.

Para o germânico Ralf Schumacher, irmão do antigo heptacampeão mundial de F1 Michael Schumacher, este é também um momento de recordação de uma das fases mais bem sucedidas da sua carreira. Recorde-se que Ralf Schumacher, de 47 anos, se retirou das pistas em 2012. Ao longo da década em que integrou a F1 conquistou um total de seis vitórias e 27 pódios.

Mais imagens disponíveis aqui.

Munich. BMW Group Classic has choreographed its appearance at the Goodwood Revival 2019 as a journey through time back to the year 1959. The occasion for this jubilee is the 60th anniversary of the MINI brand and a gala celebration in the parkland of Goodwood House in Southern England from 13 to 15 September. Since 1998, the estate of the Earl of March in West Sussex has been the annual showplace for a stylishly spectacular event celebrating historic motor sport. Racers from the 1940s, 1950s and 1960s along with celebrity drivers recall the fast laps on the Goodwood Racing Circuit at the sporting competitions that took place regularly in this setting between 1948 and 1966. In keeping with the historic vehicles and the authentically styled ambience, many of the visitors contribute to the classic atmosphere of this event by wearing outfits in the style of the period.

The year in which the classic Mini made its debut and the Swinging Sixties that followed are the focus of a wealth of attractions away from the race track. A number of feature films are being screened in the revival cinema at the venue. A highlight is “The Italian Job” from 1969 in which three Mini Coopers starred alongside Michael Caine playing the main parts in a sensational gold robbery involving a car chase through Turin.

“March Motor Works”: New models from 1959 are presented in period style.

Homage is also paid to the classic Mini as a screen hero in the halls of the “March Motor Works”. The documentary “The Incredible Seven” is being shown within the portals of a picture palace from the 1960s. The British Motor Corporation (BMC) commissioned the film in 1961 and it presents the story behind the creation of the classic Mini. Footage of test drives with early prototypes, conversations with the creator of the classic Mini, Alec Issigonis, images of the public debut of the revolutionary small car and driving reports by journalists give an insight into the initial years of an automobile that became a rolling legend over the many decades of its development, with faithful fans all over the world. The title of the film refers to one of the two official model designations under which the classic Mini was launched on the marketplace in 1959. It rolled off the assembly line in virtually the same guise as the Austin Seven and the Morris Mini-Minor. The Mini owed its doppelganger identity to the varied repertoire of brands marketed by BMC.

Visitors can also go back in time 60 years in the other rooms of the “March Motor Works”. BMW Group Classic is staging its presentation of historic vehicles in the style of a stand at the International Motor Show in 1959 and the model range of that era is showcased there. Two examples of the BMW 700 coupé, a BMW 600 and a BMW Isetta with “Lufthansa” livery, embody the automobile spirit in the years of the economic miracle. The taxi version of a BMW 501 is presented in front of the building. Two models of the Rolls-Royce Silver Cloud additionally provide luxurious grandeur and British flair. The models BMW R 69 S, BMW R 50 S and BMW R 27 represent the motorcycle range from BMW in 1959. Furthermore, the spectacle of a BMW 3/15 PS takes onlookers 30 years further back down memory lane. The history of BMW as an automobile manufacturer began with this model 90 years ago.

The “Revival Festival” is another perennial element in the firmament of BMW Group Classic at Goodwood. Visitors can enjoy Bavarian specialities in a historic festival tent and experience a hint of Oktoberfest atmosphere in the British Isles.

Barry Sheene Memorial Trophy: Title defender Troy Corser lines up at the start again.

Last year, Australian racing rider Troy Corser succeeded in achieving a historic success for BMW Motorrad Classic together with Herbert Schwab. The duo won the overall standings in the race for the Barry Sheene Memorial Trophy on a supercharged BMW R 57 Compressor for the first time at the Goodwood Revival. For his title defence race, two-time Superbike World Champion Corser has selected a BMW R50 Kaczor. This version of the BMW R 50 is characterised by increased power and reduced weight. Ferdinand Kaczor was a designer who subsequently became a BMW engineer and he achieved some spectacular successes on many race tracks in the 1960s.

British racing rider Maria Costello is battling for the coveted trophy astride a second motor-sport legend on two wheels. She is riding a BMW RS 54. The machine was presented in 1954 and it was the first motorcycle designed specifically for racing by the BMW brand. Even today, the motorcycle’s powerful Boxer engine driven by a vertical shaft ensures that the BMW RS 54 can achieve an impressive performance on any race track.

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.

Munich. “I love this car. It’s more successful than the artwork,” was the opinion of Andy Warhol after his sweeping brush strokes had transformed the BMW M1. It took him less than half an hour to create the fourth exhibit in the BMW Art Car Collection. 40 years later, enthusiasm for the mid-engined sports car remains unabated. Already world-famous at that time, the US icon of Pop Art shared the same passion with many automobile fans of that bygone era. And the fascination of the unique special created by Warhol has indeed increased. Many fans regard his Art Car as the highlight of the entire collection. It’s therefore hardly surprising that Munich-based automobile photographer Stephan Bauer spontaneously opted for the BMW M1 finished in the Warhol design when he was selecting his dream subject on four wheels. Last year, Bauer (29) emerged as the victor in the Social Media Contest “Shootout 2018” organised by BMW Group Classic and he was given the opportunity for an exclusive photo shoot with BMW Art Car Number Four. A series of photos was created to mark the 40th birthday of the BMW M1 designed by Andy Warhol. They provide a completely new perspective on one of the most legendary vehicles from the history of BMW.

Five photographic artists entered their best shots from the world of BMW classic cars in the “Shootout 2018” competition held on the Instagram social media platform. BMW Group Classic joined forces with BMW Culture, BMW Motorsport, BMW M GmbH and BMW subsidiary companies in several international markets for the joint project. It focused the attention of young target groups on the numerous motor-sport successes and record chases with vehicles and engines from BMW over the past 100 years. The prize for the winner was an enthralling photo shoot with a vehicle of their choice from the comprehensive collection of BMW Group Classic. The choice of the winner fell on the BMW M1 in the powerful 470 hp racing version produced in conformity with Group 4 regulations. 40 years ago, this automobile both celebrated its sporting debut in the Procar Series and entered the annals of Pop Art history.

Against the backdrop of an old factory building in Cologne, Stephan Butler choreographed a spectacular contrast between the brightly coloured Art Car and the dour grey of the abandoned industrial structure. At a subsequent outdoor session, laser search lights shrouded the BMW M1 in a positively mystical atmosphere. In both settings, the Art Car kept emerging from a completely new perspective – and always to perfection. The results of the photo shoot are posted on the Facebook page of BMW Group Classic and on the Instagram Account of BMW Group Classic.

Andy Warhol’s Art Car proved to be a dream subject for the recent photo shoot in Cologne. The artist himself made things much more difficult for the photographers. 40 years ago, the cameras had hardly been set up when Warhol had already finished painting the bodywork in all the colours of the rainbow. As the artist explained later, his speed was a reflection of the statement made by his work of art: “I attempted to show speed as a visual image. When an automobile is really travelling fast, all the lines and colours are transformed into a blur.”

Very soon after the last brush stroke had been applied, the BMW M1 styled by Warhol demonstrated just how fast an artwork can be. In June 1979, the BMW M1 emblazoned with start number 76 competed in the 24 Hour Race of Le Mans. German driver Manfred Winkelhock, and Frenchmen Hervé Poulain and Marcel Mignot drove the Art Car to second place in its class and achieved a ranking of six in the overall standings.

Munich. For the past twenty years, fans of historic motorsports have anticipated and even longed for an event held in the south of England in late summer. Memories of the spectacular car and motorcycle races that were regularly held on the local circuit between 1948 and 1966 will be revived in the grounds of Goodwood House, the estate of the Duke of Richmond. The Goodwood Revival is regarded as a particularly stylish classic event at which historic racing cars, often piloted by well-known drivers, are put to the test once again. Historic backdrops and an authentic ambience − from the starting grid to the outfits of the drivers and teams − await visitors at the Goodwood Revival 2018. BMW Group Classic’s appearance is wholly in keeping with the 1950s and 1960s. Outstanding classics from the BMW, MINI, Rolls-Royce and BMW Motorrad brands will be presented in exhibition halls designed in the style of the time on the weekend of 7 to 9 September 2018. In addition, BMW Group Classic will roll out a flotilla of racing cars to the starting grid, including two supercharged motorcycles based on the BMW R 57.

Goodwood House is also a great venue and always worth a visit for Maria Costello. Just a couple of months ago in July, the successful British motorcycle racer appeared at the Festival of Speed, which was also organised by the Duke of Richmond. Together with her compatriot Mark Wilkes, who is currently leading the Sidecar World Championship ranking as a passenger, she piloted a BMW racing combo at the legendary Goodwood Hill Climb. However, Maria Costello will be racing alone at the Goodwood Revival 2018, as she has been doing on racetracks around the world since the 1990s.

From the Isle of Man to Goodwood: Maria Costello and the supercharged BMW.

Maria Costello rose to prominence in 1998 as the fastest rider in the Manx Grand Prix on the Isle of Man. This competition for newcomers is run on the same circuit as the legendary Tourist Trophy, at which the Brit already appeared for the first time the following year. In 2004 Maria Costello entered the Guinness Book of Records with a new track record for women on the Isle of Man. And at the Manx Grand Prix the following year she was the first woman to secure a place on the winner’s podium.

Maria Costello has regularly ridden a BMW S 1000 RR in endurance races since 2015. At the Goodwood Revival, she will switch to a legendary superbike of yore. The supercharged motorcycle based on the BMW R 57 marked a milestone in the racing history of BMW Motorrad. Its history is as firmly linked to the long-distance races on the Isle of Man as is the career of Maria Costello. In 1939, Georg “Schorsch” Meier won the Senior TT at the Tourist Trophy on a supercharged BMW.

The winning streak of the charged Boxer engine continued into the post-war period and only ended with a change in regulations that banned the use of the supercharger in racing. At the Goodwood Revival, Maria Costello will be accompanied on her journey through time on the racetrack by top Australian racer Troy Corser. The two-time Superbike World Champion will be riding the second supercharged BMW on the Goodwood House circuit.

Success on the racetrack: the classic Mini and the “New Class”.

Among the four-wheeled classics starring at the Goodwood Revival are two successful machines from the 1960s. Dating back to 1964, the Austin Mini Cooper S Competition reminds us that the stellar racing career of the classic Mini is not limited to its three overall victories in the Monte Carlo Rally. Later Formula 1 champions such Niki Lauda, James Hunt and Jackie Stewart garnered their first competition experience at road races in the classic Mini.

The classic Mini is joined by a particularly sporty representative of BMW’s “New Class”. With the BMW 1800 TI / SA, the series presented in 1961 also caused a sensation in touring car racing. The special version (SA) of the four-door model is powered by a four-cylinder engine that generates a maximum output of 130 HP thanks to twin carburettors and increased compression. Only 200 units of the exclusive racing variant of this successful model were ever built.

Rarities from the 1950s: Elvis Presley’s BMW 507 and a Hollywood-style Rolls-Royce.

BMW Group Classic is presenting fascinating rarities not only on the racetrack. The exhibition halls in the style of the traditional London car dealership Kevill-Davies & March, visitors will experience the glamorous atmosphere that characterised the show and film business of the 1950s. The main protagonist of the scene is the BMW 507 that Elvis Presley drove during his military service in Germany. The roadster of the “King of Rock’n’Roll” was believed lost for decades. After its rediscovery it was painstakingly restored and presented to the public for the first time in 2016 at the Concours d’Elegance in Pebble Beach.

Another emblem representing the new enthusiasm for luxurious locomotion that was ignited in the 1950s is the BMW 503 Convertible that will be shown at Goodwood. The four-seater appeared just a few months after the two-seater BMW 507 and, like its stablemate, was powered by an eight-cylinder engine. The exhibited motorcycles were developed by BMW Motorrad for much larger target groups and helped the brand to build quickly on old successes in the young Federal Republic of Germany as well as in many other countries.

The classic Rolls-Royce and Mini brands also recall the importance of British cars for the film industry. For example, visitors will be able to see an open Rolls-Royce Silver Cloud. The fashionable four-seater played a central role in numerous convertible rides through the streets of London in the 1966 British film classic Blow-Up. And the classic Mini, which will be shown at the Goodwood Revival 2008, also has close ties to British film history. The special-edition Mini that was custom-made to the highest standards both inside and out by London coachbuilder Harold Radford & Co. testifies to the high esteem the revolutionary compact car enjoyed among film stars and many others. Actor Peter Sellers, for example, once gave his fellow actor and partner Britt Ekland a Radford-modified classic Mini.

Munich/Spielberg. When the anticipation of the next Formula 1 race mingles with the memory of magic motor-sport moments from the past, this is the starting gun for the Legends Parade. On Sunday 1 July 2018, the pageant of historic racing cars and celebrity drivers will once again unfold at the Red Bull Ring in Spielberg, Austria. Just before the race to decide the “Austrian Grand Prix”, eleven touring-car classics from the 1970s and 1980s will re-live the glory days of the German Racing Championship (DRM – “Deutsche Rennsport Meisterschaft”) at the Red Bull Ring. BMW Group Classic is represented by two exceptional vehicles from its collection at this year’s Legends Parade. A mid-engine BMW M1 sports car from 40 years ago will be presented alongside a BMW 3.0 CSL, which gained sporting fame and fortune as the successful touring car that established the brand’s big coupé series launched 50 years ago.

The “Deutsche Rennsport Meisterschaft” was held from 1972 to 1985. It quickly developed into Europe’s most important and popular touring-car series. Numerous works teams and private racing stables provided some spectacular competitions for many years. Although the vehicles competing in the races were derived from series models, they were strategically tuned for high performance with comprehensive and advanced modifications. The race series was also closely associated with the names of legendary racing drivers such as Rolf Stommelen, Klaus Ludwig, Harald Ertl, Bob Wollek, Jochen Mass, Manfred Winkelhock, Markus Höttinger and Hans-Joachim Stuck. For Stuck, the years of the German Racing Championship were “quite simply a fantastic period”.

In the initial years, touring cars competed in accordance with Group 2 regulations, including the BMW 3.0 CSL, which had been specifically designed for motor sport. The designation of the two-door coupé was a reference to “Coupé, Sport, Lightweight”. The coupé was the top model of BMW’s great coupé series launched in 1968 and it was an exceptionally successful touring car. A total of six titles were won in the European Touring Car Championship with the BMW 3.0 CSL, the first being in the debut year 1973. The European Champion at the time was the Dutch racing driver Toine Hezemans and this year he will be part of the Legends Parade in Spielberg, once again behind the steering wheel of the BMW 3.0 CSL.

From 1977, Group 5 vehicles were also represented in the DRM. Four years later, this paved the way for the BMW M1 to compete in the popular national race series. Impressive spoilers and engine outputs of up to 1000 hp made this touring car one of the most spectacular phenomena at the German Racing Championship. Prior to this, the mid-engine sports car presented in 1978 had generated a sensation in the Procar Series created especially for this car. The Procar races were held in the warm-up programme before the European Formula 1 races in the years 1979 and 1980, with Formula 1 racing drivers of that era competing against national sports-car professionals and junior racing drivers.

The BMW M1 from the collection of BMW Group Classic will join the ranks of the Legends Parade in Spielberg. Formula 1 driver Christian Danner will be behind the steering wheel. During the course of his career, Danner also enjoyed success in touring-car motor racing and furthermore was one of the drivers who had already become familiar with the BMW M1 in the Procar Series. The array of erstwhile race cars from the German Racing championship also includes three additional BMW motor cars from private ownership, including a BMW 3.6 CSL Alpina. Three-times Formula 1 Champion Niki Lauda from Austria will line up at the start behind the wheel of this automobile.

Munich. To coincide with the start of the motor sport season, BMW Lifestyle is presenting the latest edition of the ever-popular BMW Motorsport Collection and expanding its portfolio with a new collection line: the BMW Motorsport Heritage Collection. Inspired by the company’s many years in motor sport competition, the two collections translate the passion of motor racing then and now into stylish articles for everyday use that are guaranteed to make a sporty impression both at the race track and beyond.

Sporty looks for motor racing flair every day of the week.

The new garments in the BMW Motorsport Collection all make a stunning impression, thanks mainly to sporty and expressive styling whose defining features include the stripes in BMW Motorsport design and the BMW Motorsport logo.

The exceptional vehicle prints on the BMW Motorsport “Motion” T-Shirt – featuring transparent high-gloss elements on the men’s and silver appliqués on the ladies’ version – are one of the design highlights of the new collection and bring its dynamic essence prominently to the fore.

A host of ingenious details ensure the items not only look great but are also extremely practical. Take, for example, the block colour BMW Motorsport Jacket made from laminated, lightweight, windproof and water-resistant material or the BMW Motorsport Hoodie in a sophisticated neoprene look, both designed to keep the wearer snug and warm when the weather takes a turn for the adverse.

The BMW Motorsport Paper Jacket is an absolute must for keen trackside autograph hunters. Made from state-of-the-art, tear-proof Tyvek® material, the jacket has paper-like qualities and is perfect for scribbling on with waterproof markers. Once the requisite autographs have been collected, the paper jacket can be conveniently stowed away in the accompanying compact pouch.

The smart BMW Motorsport Drift Cat 5 Sneakers add an elegant finishing touch to sporty outfits. The non-slip sole has been designed to look like the surface of a car tyre and offers very good grip. Sporting a BMW logo pin and novel perforated elements, anyone wearing the trainers is sure to make a stylish entrance. The ladies’ trainers come in White and the men’s are finished in Team Blue.

Besides apparel and accessories, the BMW Motorsport Collection also features a wide choice of luggage items brimming with motor racing flair. The cushioned back panel of the BMW Motorsport Messenger Bag and the BMW Motorsport Backpack replicate the stitching of a racing car seat, for instance. The backpack also features a roomy main compartment with a roll-down zipper that allows the carrier to vary the amount of room inside. And to keep important items such as a laptop or tablet within easy reach, the backpack has an additional padded compartment that opens separately.

The BMW Motorsport Sports Bag likewise boasts a series of neat features, including an adjustable shoulder strap that allows it to be converted into a backpack as and when required. The roomy main compartment has a roll-down zipper and two extra straps to keep it securely closed, and is large enough to easily accommodate two full-face helmets.

For fashion trendsetters: the BMW Motorsport Heritage Collection.

With its exclusive BMW Motorsport Heritage Collection, BMW Lifestyle is keeping up with the latest trend by turning the clock back to the 1970s. Comprising beautifully finished classics, like the BMW Motorsport 
T-Shirt Heritage with its eye-catching old-style BMW Motorsport logo and the BMW Motorsport Sunglasses Heritage in retro look with blue-grey graduated lenses, the collection is sure to delight both vintage and logomania fans and BMW Classic enthusiasts in equal measure.

The collection’s ultimate statement piece is the white BMW Motorsport Leather Jacket Heritage made of soft lambskin leather. Quite apart from the top-class craftsmanship on display, it is the jacket’s design that makes this a real must-have for both fans and followers of fashion. Contrasting BMW Motorsport stripes on the stand-up collar, shoulders and sleeves plus the logo badge in vintage 70s design add striking touches that give the jacket a punchy look.

The jacket makes a perfect match with the BMW Motorsport Cap Heritage – a trendy trucker cap with mesh panels and lightly padded peak bearing an elaborately embroidered BMW Motorsport logo – and the BMW Motorsport Bag Heritage, which sports a distinctive 70s retro look with padded BMW Motorsport stripes on the side pocket.

These and further products from the BMW Motorsport Heritage Collection and BMW Motorsport Collection are now available at shop.bmw.com and from selected BMW dealers.

Manufacturer’s recommended retail prices:

BMW Motorsport “Motion” T-Shirt, ladies’ and men’s: €39.90     

BMW Motorsport Jacket, ladies’ and men’s: €120.00

BMW Motorsport Hoodie, ladies’ and men’s: €79.00

BMW Motorsport Paper Jacket, men’s: €49.00

BMW Motorsport Trainers Drift Cat 5, ladies’: €120.00

BMW Motorsport Messenger Bag: €59.00

BMW Motorsport Backpack: €69.00

BMW Motorsport T-Shirt Heritage, men’s: €59.00

BMW Motorsport Leather Jacket Heritage, men’s: €590.00

BMW Motorsport Cap Heritage: €39.90

BMW Motorsport Bag Heritage: €120.00

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.

When the first production version of the BMW i3 rolls off the assembly line in Leipzig in late 2013, it will mark the provisional culmination of 40 years of development work at BMW. It all began at the 1972 Olympic Games in Munich, where the BMW starting line-up included two electrically powered test vehicles. The converted BMW 1602 models served as a means of transport for the members of the organising committee, and were also deployed as support and camera cars in various long-distance events. However, there could be no questioning that lead batteries weighing 350 kilograms and with a range of around 60 kilometres (37 miles) were hardly ideal for a production car. BMW therefore launched a series of research and development projects with the aim of bringing an improved and, above all, more efficient technology for electric drive systems onto the road.

Please find attached the full version.

“A company is like a human being. As long as it goes in for sports, it is fit, well-trained, full of enthusiasm and performance.” These were the words of Robert A. Lutz, BMW AG Board Member Sales, back in 1972. They were the words christening the youngest subsidiary of BMW AG at the time, BMW Motorsport GmbH. Today the company is called BMW M GmbH. But it is just as fit, well-trained, full of enthusiasm and performance as it was 40 years ago.

The early 1970s were the dawn of a new age for BMW: A new, young Board of Management under Eberhard von Kuenheim had set out to strategically power and pursue the ongoing success of the Company. This included the construction of a new head office – the legendary BMW Four-Cylinder – as well as the establishment of BMW’s own in-house Sports Division. Quoting Robert A. Lutz once again: “With sports always being a driving force at BMW, also while the Company was developing dynamically in the business world, it was only obvious at this point that we should concentrate and consolidate our activities in motor sport.”

Indeed, demand and untapped opportunities exceeded the potentials and capacities of the former Sports Department by far. The BMW 1800 TI and 2000 TI, as well as the entire 02 Series, were the most popular competition cars winning one race after the other. But BMW itself was able to meet only a fragment of the overall demand, the vast majority of cars being prepared, run and sold by tuning companies. Since the mid-1960s, BMW had also been involved in Formula 2 – and in the years to come hardly a team anywhere was able to enter this Formula successfully without BMW’s high-performance power units. Countless racing wins and European Championships by BMW dominated the scene.

1972: A team highly experienced in racing forms BMW Motorsport GmbH.

BMW Motorsport GmbH, facing the challenges described, took over on 1 May 1972. The Managing Director of this team of specialists originally made up of 35 employees was Jochen Neerpasch, an ex-Porsche works driver and Ford’s Racing Manager in Cologne before moving to Munich.

He immediately attracted a whole group of racing drivers destined to leave their stamp on BMW Motorsport for decades to come: Chris Amon, Toine Hezemans, Hans-Joachim Stuck and Dieter Quester. Björn Waldegaard and Achim Warmbold were hired by the Company as rally drivers.

The new company was able to move into its own building after just a few months, with the racing workshop and racing engine production shop, toolmaking and the engine dynamometer all being installed in the immediate vicinity of BMW’s Munich Plant on a site measuring more than 8,000 square metres in Preussenstrasse. This is where the sports machines for 1973 saw the light of day: A 950-kilo 2002 powered by a two-litre four-valve four-cylinder for rally racing, with maximum output of 240 hp, as well as a new touring coupé described by Jochen Neerpasch in the early days in very clear words: “Since we saw 1973 as our kick-off year, we didn’t expect to win this European Championship right away.” The model designation of the new car was 3.0 CSL. The doors and lids were made of aluminium, the five-speed gearbox featured a magnesium housing. Overall weight was 1,092 kg or 2,408 lb. But the real highlight was hidden beneath the hood, a 3,340 cc straight-six with 12 valves, fuel injection and a compression ratio of 11:1. Maximum output: 360 hp. This was the last two-valve engine that BMW built for racing.

BMW’s traditional philosophy: The human focus.

BMW Motorsport GmbH entered the 1973 season perfectly prepared not only in technical terms. The drivers were also top-fit, with Jochen Neerpasch taking the entire team of drivers to a “driver tuning” season in St. Moritz. Here, in this Swiss skiers’ paradise, the entire team received the final touch from a sports instructor and a sports psychologist. Even back then, in the very early years, BMW attached the utmost importance to optimisation of the man/machine interface. And there were even plans back then for similar courses to be offered to “non-professionals”. Since 1977 these courses have been called BMW Driver Training.

This was the team BMW Motorsport GmbH took to the race track in the 1973 season. And it was not only the 3.0 CSL coupé that hit the headlines from the very beginning: For the first time a complete racing team from the car transport vehicle to the key tag came in the same design.

 These were the three blue, violet and red colour stripes on a brilliant white background characterising the look of BMW Motorsport to this very day.

The CSL coupés in these colours soon known to everybody in the world of motor racing were unbeatable. Hans-Joachim Stuck and Chris Amon brought home the Touring Car Grand Prix at the Nürburgring in their very first attempt. BMW was the overall winner of the Touring Car Category in the 24 Hour Race at Le Mans.

The most successful touring car of its day: The BMW 3.0 CSL .

The 3.0 CSL dream coupé in its spectacular racing livery subsequently became the most successful touring car of its time, winning the European Championship six times between 1973 and 1979 and dominating the international touring car scene for almost a decade. But the BMW 3.0 CSL was a pioneer not only in its colour design, but also through a whole range of significant technical innovations: First, it was powered from 1973 by BMW’s first-ever four-valve six-cylinder. Second, it featured a prototype anti-lock braking system from 1974, long before this innovation became standard technology in the BMW 7 Series. And at the end of its career, in the guise of the turbo coupé, the 3.0 CSL developed maximum output of up to 800 hp. In 1976, BMW Motorsport GmbH sent BMW’s most powerful touring car out on to the track with Ronnie Peterson at the wheel, this supreme version of the CSL featuring a 3.2-litre biturbo engine with output intentionally reduced to 750 hp.

BMW Motorsport GmbH maintained its successful process of development also in Formula 2: Fifty of BMW’s two-litre four-valve engines went to March, subsequently winning 11 out of 16 races. In 1973 Jean Pierre Jarier, powered by a BMW engine, brought home the European Formula 2 Championship at the wheel of his March and the engine dominated the two-litre category consistently for nearly ten years, with Patrick Depailler (1974), Bruno Giacomelli (1978), Marc Surer (1979) and Corrado Fabi (1982) winning the European title in their BMW-powered March Formula 2 racing cars. Other teams were equally thrilled by this two-litre four-cylinder built in a production run of more than 500 units, most of which developing over 300 hp.

In 1975, BMW Motorsport GmbH shifted its focus to the other side of the Atlantic: Now the Company concentrated on the US IMSA Series, seeking in the process to present the letters “BMW” to a larger US market. When the year came to an end, the number of US citizens who knew that BMW stood for “Bavarian Motor Works” had increased considerably – and this was no surprise with BMW winning the Manufacturer’s Category in the IMSA Championship.

1976: The “driver’s school” becomes BMW Driver Training.

On 3 February 1976, BMW’s Board of Management decided to entrust BMW Motorsport GmbH with yet another task: to professionalise an activity still referred to at the time as a “driver’s school”. The original brief given to the Management of the Company was to organise 15 courses a year with 20 participants each at BMW’s test facilities, as well as five additional courses with 100 participants in each case on race tracks – that is a total of 800 participants a year. “As the Company responsible throughout BMW for all motor sport activities, BMW Motorsport GmbH wishes to promote the driver in his performance as part of the man/machine system.” This was the key statement in the initial publication of BMW Driver Training – and it remains valid to this very day.

From the very beginning one of the main features of BMW Driver Training was to provide the cars for the participants to use – and this philosophy remains unchanged to this very day. This means that all participants have the same cars in technical terms and need not worry about tyre wear and their own cars. To implement this philosophy in practice, the Company established its own small fleet of BMW 320i’s, at the time the ideal car for training with its maximum output of 125 hp. All of these cars featured a specially tuned suspension, a limited-slip differential with 40 per cent locking action, and a bucket seat for the driver. So BMW’s first “team” in Driver Training was certainly well prepared.

The BMW Driver Training curriculum was all set and ready to go following the first test courses at the Manching Military Airfield near Ingolstadt, Rauno Aaltonen officially signing up as BMW’s first chief instructor on 13 January 1977. In fact, Aaltonen applied his experience not only on the track, but also through the only book on driver training published at the time: “Revolution at the Wheel” – a unique book clearly describing the course and its curriculum, and therefore sold out almost overnight. To this very day, the “Flying Finn” passes on his unique skills to BMW drivers, although the focus has now for a long time been on greater safety.

Soon making their appearance: The first “extra-hot” road-going BMW.

Well into the second half of the 1970s, BMW Motorsport GmbH focused almost exclusively on the construction of racing cars. The new BMW 320 entered in Group 5, for example, continued the outstanding success of the 02 Series. But many a good customer – not just racing drivers, but also BMW enthusiasts in everyday life – were also looking for M Power on regular roads and this is how the first “hot” 5 Series came into being from 1974: the 530, 533i, 535i. Indeed, these cars were superior to their production counterparts not only in terms of their engines, but also in their suspension and brake technology receiving the special attention of the engineers at BMW Motorsport GmbH. “Regular” saloons almost “normal” at first sight thus became the first high-performance four-seaters revolutionising the world of the sports car through their sophisticated technology. Initially these were built and sold only in very small numbers, but soon the performance philosophy became increasingly popular. By 1980, 895 units based on the first 5 Series had been purchased.

The big sensation in the world of sports cars in 1978: The BMW M1.

The next project to come along was geared towards producing Motorsport GmbH’s first competition car not based on a regular production model: the BMW M1. While BMW built the technical components, Lamborghini was supposed to supply the body and the chassis. However, financial problems at Lamborghini resulted in significant delays. Ultimately, a new production chain had to be found and the manufacture of the BMW M1 turned into something of a patchwork puzzle. The spaceframe was manufactured at Marchesi, the glass-fibre reinforced plastic bodyshell was produced at T.I.R., both companies were based in Modena. Giorgio Giugiaro’s company ItalDesign assembled them and provided the interiors fittings. The cars were then transported to Stuttgart where Baur installed all the mechanical assemblies.

Jochen Neerpasch, the Managing Director of Motorsport GmbH, joined forces with Bernie Ecclestone and Max Mosley to create the ProCar Series as the opening race leading into most European Formula 1 Grand Prix during the 1979/80 season.

Since the minimum production requirement for homologation in FIA Group 4 was 400 units, the ultra-low mid-engined M1 measuring a mere 1.14 metres in height also came as a road-going model. The first car with the famous letter “M” made its debut in the market. The price of the 277 hp M1 back in 1978 was exactly DM 100,000, but demand exceeded supply by far. When 130 cars had been completed after one year, there were still more than 300 firm orders waiting to be fulfilled. Right from the start the M1 was the fastest road-going sports car built in Germany, as timed by a leading car journal: In a test conducted in 1979, the M1 reached a top speed of 264.7 km/h or 164.1 mph. “You only have to shift up from fourth to fifth at 213 km/h or 132 mph, and then keep on accelerating all-out up to the top speed of the car,” according to the testers. Lots of customers appreciated this, as did the subsequent Formula 1 World Champion Alan Jones.

Even this was very little compared with the racing version: Developing 470 hp, the ProCar racing version had a top speed well over 300 km/h or 190 mph. And it was in one of these cars that Niki Lauda, already two-time winner of the Formula 1 World Championship, made his big appearance in 1979, winning three out of 8 M1 ProCar races and finishing second on another occasion. In the USA the Red Lobster Team Ml’s quickly became genuine cult cars wiping out the competition in the IMSA GTO Class.

Motivated by the outstanding success of the M1 and its great image, Motorsport GmbH decided to build another model: Proceeding from the regular 5 Series, the engineers developed and built the M535i in 1980, carrying over the two-valve six-cylinder from the 635CSi. With engine output of 218 hp, this 5 Series quickly became the king of the fast lane.

Formula 1 sensation in 1980: BMW creates the World Championship turbo engine.

Jochen Neerpasch left Motorsport GmbH in 1980 and was succeeded by Dieter Stappert taking over as the Racing Director. Paul Rosche, in turn, who had been responsible for BMW racing engines since 1969, was appointed Technical Director. And it was indeed Paul Rosche who became the key player when BMW decided in the early 1980s to prove its competence also in the highest realms of motor sport: In April 1980, BMW officially announced its entry into Formula 1, giving the engineers at Motorsport GmbH the green light to develop BMW’s first Formula 1 power unit:

Taking a four-cylinder displacing only 1.5 litres and based on a standard production block, the team of specialists around engine “wizard” Paul Rosche created a Formula 1 power unit developing staggering output of 800 hp. The secret behind this mind-boggling performance was the combination of 16-valve technology and a turbocharger masterminded for the first time in Formula 1 by Digital Motor Electronics.

The first training car was put through its paces in practice just a year later and in 1982 Brabham entered the first Grand Prix with a BMW engine. Right from the start, this turbocharged power unit proved its supremacy on the track, with the greatest triumph following in 1983: Just 630 days after BMW’s Formula 1 engine had made its first appearance, Brazilian driver Nelson Piquet won the World Championship in a Brabham BMW. And up to 1987 BMW brought home a total 9 Grand Prix wins with this successful machine.

BMW M turbo engines did not only go to the Brabham Team. Arrows also used the M power machine from 1984 to 1986, just like ATS in 1983/84 and Ligier in 1987. In 1986, Gerhard Berger won the race in Mexico in a Benetton car, marking the last triumph of this turbocharged power unit. A year later Road and Track, the US car journal, demonstrated the supreme performance of the Benetton B 186 with Teo Fabi at the wheel: Powered by 900 hp, Fabi’s monoposto accelerated to 100 mph (160 km/h) in exactly 4.8 seconds. And Paul Rosche was confident that this four-cylinder was able to develop a lot more power in practice: “It must have been about 1,400 hp, but we don’t know the exact figure since the engine dynamometer didn’t go beyond 1280 hp.”

Another important event in 1983 went almost unnoticed: BMW Motorsport GmbH took on additional functions and responsibilities when it was transformed into a performance-oriented development company. Accordingly, the headcount at BMW’s highly successful subsidiary was now increased to 380, further important responsibilities such as motor-sport organisation, administration and workshops being added to the development, design and testing of outstanding BMW products. This saw the creation of individual development centres for engines and suspension technology providing the input for these activities. And in its customer relations Motorsport GmbH had already been offering far more than “just” sophisticated automotive technology for a long time already, sales of accessories and the growing wish of discerning customers for custom-built and individually equipped cars already accounting for a significant share in sales. 

BMW M1 six-cylinder also featured in production cars: The M5 and M635CSi.

In 1984, Motorsport GmbH hit the headlines once again, especially among all aficionados of high-performance sports cars: The fast-revving four-valve straight-six originally featured in the M1 now made its appearance in the M635CSi Coupé and in the M5. Particularly the M5 hand-built in Preussenstrasse quickly became a legend in the world of motoring: The M5 was a genuine “wolf in sheep’s clothing”, with output of 286 hp exceeding the engine power of the 518i almost three times. While at first sight the M5 could hardly be distinguished from its regular production counterpart, its top speed of 245 km/h or 152 mph caught many drivers of big saloons and sports cars thoroughly by surprise when the M5 simply left them standing no matter how hard they tried. The term “Executive Express” was born.

1986: The debut of the M3, the most successful touring car ever.

After completing its activities in Formula 1, Motorsport GmbH focused all its energy on touring car racing. And in 1986 this resulted in the birth of the BMW M3, a compact two-door sports saloon representing BMW’s first parallel development in series production and motor sport: The road version requiring a production run of 5,000 units within one year for recognition as a touring car was conceived for racing right from the start and tailored in virtually every respect to the regulations in Group A. Since the facilities in Preussenstrasse were unable to handle the sheer magnitude of the tasks involved, Motorsport GmbH moved to its second home in the Munich suburb of Garching in 1986.

The result was an outstanding success for BMW in every respect. Right from the start, this brilliant white racing car in BMW Motorsport livery brought home one racing win, trophy and title after the other: In 1987, Italian driver Roberto Ravaglia won the World Touring Car Championship at the wheel of a BMW M3.

Developing maximum output of 195 hp from its four-cylinder 16-valve power unit and featuring a catalytic converter as standard, this high-performance saloon became the benchmark in motor sport from now on.

In the five years to follow, the M3 was the uncontested leader in the international touring car scene, bringing home two European Touring Car Championships, winning the German Touring Car Championship (DTM) twice as well as a large number of other international events and championships, and thus becoming the most successful touring car.

The M3 was equally successful as a road-going car for customers, reaching a sales volume nobody would have expected: Sales of the first BMW M3 amounted to more than 17,970 units, including 600 2.5-litre M3 Sportevolution models as well as 765 M3 convertibles built by hand. The M3 also proved that sporting performance and environmental protection need not necessarily be a contradiction in terms, with the M3 offering a standard of fuel economy quite unparalleled in relation to its power and performance.

A new market: The second M5 also built as a touring car.

The M5 entered its second generation in 1988, the straight-six power unit originally displacing 3.6 and subsequently 3.8 litres, with output increasing first to 315 and then to 340 hp. Another change was that the engines no longer bore the “M” in their internal production code, but rather an “S” designating the origin of BMW Motorsport GmbH power units from now on. The customer is able to determine the difference at a glance, the letters “BMW” now being replaced by “M Power” on the valve cover, just as on the M3 four-cylinder. The M5 was initially introduced as a saloon and then at the beginning of 1992 as a touring to create ­a unique synthesis of a thoroughbred sports car and a sophisticated transport vehicle.

When the next 3 Series was set to make its appearance in 1990, Motorsport GmbH was already working on the new BMW M3 which was launched on the market in 1992. But the new car was no longer adorned by striking spoilers and widely flared wheel arches, like its predecessor. Instead, the new M3 – reflecting the signs of the times – came in a more discreet look and was recognisable to the connoisseur only through specific details – one of which, of course, being the unmistakable sound generated by the three-litre six-cylinder four-valve power unit developing maximum output of 286 hp. This M3 six-cylinder was also BMW’s first engine with VANOS variable valve timing, an infinitely adjustable system varying the intake camshaft as required. This system patented by BMW M boosts torque above all at low and medium engine speeds.

Another unique feature on this car seen for the first time was the introduction of engine management developed by BMW and with a capacity of 20 million instructions per second.

The Car of the Century: The second BMW M3.

Customers and the media alike simply loved this M3 right from the start. The order books were full immediately and the first titles and awards were just around the corner. The readers of sport auto, the German motor magazine, made this most agile of all BMW 3 Series their “Car of the Year” no less than twice in a row, Auto Plus in France even chose the M3 following a comparison with other upmarket models as the “Car of the Century”. And immediately after the M3 had been launched in the USA, the editors of Automobile Magazine gave the new star their “Car of the Year” award, the first time ever that this prize went to an import.

This time both a convertible and a somewhat more comfort-oriented saloon were included in the planning process right from the outset. Developing maximum output of 295 hp, the M3 GT produced in a small, special series moved up the performance benchmark right to the top. Between 1992 and 1996 Motorsport GmbH built more than 85 four-door racing 3 Series based on this M3, with Johnny Cecotto at the wheel winning the ADAC GT Championship in 1993 and setting out to conquer the US motor-sport market next. So it was no surprise that the 400 hp PTG M3 subsequently won the IMSA title in 1996.

The really discerning purchaser was able to have his M3 – just like every other BMW – built to his personal wishes, since BMW Individual had been established by Motorsport GmbH in 1992, supplementing the Company’s existing activities. Covering the entire range of BMW models, this specialist company fulfils the most individual wishes and preferences tailor-made to the customer and exceeding the range of “regular” options by far. Demand is particularly great for unusual paintwork or interior equipment, as well as individual features and professional communication electronics. Establishing BMW Individual, Motorsport GmbH once again became a pioneer in the market, also opening up the door to more individual style in the automotive world, one might say as the supreme standard of customer orientation.

With this new line of business developing and expanding at a breath-taking pace, the Company had to be adjusted once again: It required a new name covering the entire scope of operations, since a customer wishing to have his car individualised by BMW Individual or taking part in BMW Driver Training did not find what he was looking for under the existing name “Motorsport GmbH”. So what could have been better than that legendary letter M, defined within the Company as the “most powerful letter in the world”? Since 1 August 1993, therefore, the former Motorsport GmbH has been BMW M GmbH.

In 1995, the best-selling BMW M3 received even more power in a far-reaching process of evolution. And this extra power – 321 hp from 3.2 litres, more than 100 hp per litre – set a new benchmark for the competition and ­was also accompanied by extra torque. Double VANOS variable timing was also used for the first time, the advanced system with continuously variable timing of the intake and exhaust camshafts. Another feature was the introduction of a six-speed manual gearbox as the standard for conveying drive power to the rear wheels.

A world-first achievement in transmission technology: SMG.

As far as transmission was concerned, BMW M GmbH became the first car maker in the world to introduce the Sequential M Gearbox (SMG), offering this unique technology in the M3. Based on the conventional M3 gearbox, SMG activates the clutch electrohydraulically when changing gears. So from now on the driver of the M3 no longer had to press down the clutch pedal, but was able to shift gears instantaneously simply by pulling or pushing the gear lever up and down one level. While some drivers were a bit sceptical about this new technology at the beginning, SMG soon boomed in the market, almost every other BMW M3 being fitted with this type of SMG gearbox by the time production came to an end.

Also in 1995, another engine with M Power scored an outstanding triumph: This was the big six-litre 12-cylinder based on the 750i engine powering the closed-top McLaren sports car to victory in the 24 Hour Race at Le Mans. Four-valve technology, a titanium crankshaft and an aluminium clutch helped to give the V12 maximum output of more than 600 hp. Once again it was an engine designed and built by Paul Rosche, who created the FI together with McLaren director Gordon Murray as the ultimate road-going sports car.

A few years later in 1999, BMW celebrated the greatest success with this power unit, the BMW V12 bringing home overall victory at the legendary 24 Hour Race in Le Mans.

By this time, however, the engine was no longer a product of M GmbH. BMW Motorsport Ltd was established in the United Kingdom in late 1995, taking over all of BMW’s motor-sport activities. Since then M GmbH has concentrated on the three areas of BMW M Cars, BMW Individual and BMW Driver Training.

The muscle twins: M roadster and M coupé.

The next sports car boasting that symbolic M at the rear entered the market soon after in 1997: The M roadster starring as the Ultimate Driving Machine in every respect is more than “just” a thrilling combination of the Z3 roadster with the 321 hp power unit of the M3. For at the time this unique muscle machine was also the highlight within the BMW roadster line-up. And the M coupé following shortly after the M roadster is a thoroughbred sports car of the highest standard, again featuring the M3 power unit and based on the M roadster, but with its own very special character. Indeed, the M coupé combines supreme agility and dynamic driving performance in a body offering not only driving pleasure, but also practical advantages in everyday motoring. Two golf bags, for example, fit easily into the attractively styled rear compartment.

1998: The M5 with its 400 hp 8-cylinder.

In 1998 the engineers of BMW M GmbH introduced the third generation of the BMW M5, opening up an entirely new dimension of driving dynamics in this part of the market. Naturally, understatement was once again the name of the game in creating this high-performance top model within the successful 5 Series. This is precisely why only the connoisseur can tell the new M5 from outside, focusing on the redesigned front skirt with its extra-large air scoop, the wide light-alloy wheels and the four tailpipes already well-known from the M roadster and M coupé.

For the first time the heart of the M5 is an all-new 8-cylinder offering the ultimate in power and torque: Maximum output is around 300 kW (400 hp) and torque peaks at around 500 Nm (369 lb-ft). And like its predecessor, the new M5 again features an ultra-precise and smooth six-speed manual gearbox.

2000: Entry of the third M3 in exciting new design.

Over the years the engineers at BMW M have set the standard not only in engine technology, but also with the chassis and suspension, for example on the third-generation M3. Making its debut in the year 2000, the M3 featured the compound brakes, with floating brake disks combining the advantages of better heat dissipation and a longer service life than regular systems. This new BMW M3 offered a bit more of everything: more power, more performance, more unique style. In simple facts and figures, this means 343 hp, 365 Nm (269 lb-ft) and acceleration from 0-100 km/h in 5.2 seconds. And contrary to its predecessor, the new M3 once again expressed its outstanding performance and driving qualities more clearly through truly exciting design. Nothing had changed about the M3’s ability to cope with everyday road-going situations. It remained a high-performance automobile which once again took on the lead role in its class thanks to the combination of outstanding characteristics.

One year later, the M3 took off its road-going suit and donned racing overalls. The M3 GTR lined up on the starting grid of the American Le Mans Series with a four-litre eight-cylinder under the bonnet for the first time. The racing car with the characteristic air scoops in the bonnet and the powerful rear aerofoil proved superior on the race tracks of the USA and won the Championship in the GT Class – an appropriate prize to celebrate the 30th birthday of M GmbH in 2002.

2003: The resurrection of the CSL.

Celebration in true BMW style: With the development of a very special car, the M3 CSL. The three letters represented “Coupé Sport Lightweight” and this essentially said it all. Roof, centre console and door panels were made of carbon-fibre reinforced plastic, the rear window was lighter, and numerous features providing creature comforts were simply eliminated. Powered by the engine tuned to 360 hp, the CSL was a superb performer on the tightest corners and provided impressive testimony to this ability. On test runs, the car went round the North Loop of the Nürburgring in 7:50 minutes, which was an outstanding time for a vehicle in this class. In 2003, the CSL was launched on the marketplace and all 1,383 cars had been sold within the space of a few months.  

Meanwhile, the M3 GTR was consigned to the pits and no longer permitted to race – the US regulations had been changed.

Yet the 3 Series powered by an eight-cylinder engine was far too young and competitive to be put out to grass. It was modified and made ready for endurance races on the Nürburgring. And the success was impressive. In 2004, the M3 GTR celebrated a spectacular one-two victory in the 24 Hour Race at the Eifel – and repeated the feat a second time in the following year.

2004: The ten-cylinder M5 and M6.

At the latest since the turn of the millennium, not a year has passed without an M automobile making headlines. In autumn 2004, the new M5 was making waves after its predecessor broke through the barrier of 20,000 vehicles manufactured. This most aristocratic 5 Series car was the most powerful ever built: five litres displacement, ten cylinders, 507 hp power, 520 Nm (384 lb-ft) torque, and engine revs beyond the 8,000 barrier. These statistics highlighted the separation between the car for road-going use and the car for ambitious racing in a way that had never before been witnessed.

The performance values of the fourth-generation M5 once again defined the benchmark in the segment for powerful sports saloons. Power was increased by more than 25 percent compared with its eight-cylinder predecessor – the M5 exceeded the magic mark of 100 hp per litre. Its specific power was therefore at the level of motor sport. The interplay of the V10 engine and the seven-speed SMG permitted performances that far exceeded those of other series saloons. The sprint from 0 to 100 km/h took just 4.7 seconds and the speedo needle hit the 200 km/h (124 mph) mark after around 15 seconds. The electronic limiter generally cut out at a speed of 250 km/h (155 mph).

The M6 followed just months later with the same power unit. The chassis could be adjusted at the touch of a button, and like the M3 CSL the big coupé had a roof made of carbon fibre. Naturally, the M6 could also race faster than the factory-limited 250 km/h (155 mph). BMW therefore offered an increase in top speed accompanied by driver training on a closed track.

In 2006, M GmbH expanded its portfolio to include the new sports-car generation – the BMW Z4. The Z4 M roadster and the Z4 M coupé were fitted with the formidable 343 hp six-cylinder engine from the M3, which powered the two-seater up to 250 km/h (155 mph).

A dozen works racing cars were created on the basis of the coupé. They were powered by a six-cylinder tuned to 430 hp and they generally drove the competition into the ground. Eleven out of the 16 races in the VLN Endurance Racing Championship Nürburgring went to the Z4 coupés in 2009 and 2010. Since 2010, the successor has been known as the Z4 GT3, a racing version of the current Z4 Roadster with a 4.4-litre eight-cylinder for motor-sport customers.

2007: The first BMW M3 with eight cylinders.

After 15 years, in 2007 a new engine in the new M3 generation replaced the outstanding straight six-cylinder engine that had won the “Engine of the Year” award several times. An eight-cylinder engine was fitted for the first time in the coupé and the saloon launched shortly afterwards. The new V8 engine generated power of 420 hp from a displacement of 3,999 cubic centimetres. Around 85 percent of the maximum torque of 400 Nm (295 lb-ft) could be called up over the enormous rev range of 6,500 rpm. Power was transferred to the rear wheels through a six-speed manual gearbox and a completely new rear-axle differential. Particularly in the coupé, the design engineers once again used lightweight construction. The positive experiences with other M models led to the roof also being made of carbon-fibre reinforced plastic and the engine bonnet was made of aluminium. 

Three decades after production of the first series model was launched, BMW M GmbH supplied the 300,000th vehicle in 2008. The vehicle portfolio of BMW M GmbH had meanwhile expanded to nine models. The automobiles were powered by engines that derived their unique characteristics from the high-revving concept: straight six-cylinders with 343 hp in the BMW Z4 M roadster and in the BMW Z4 M coupé, V10 engines with 507 hp in the BMW M5 and the new BMW M5 Touring and in the BMW M6 Coupé and BMW M6 Convertible. M GmbH also posted significant growth in the sale of sports packages which were meanwhile available for the models of the BMW 1 Series, BMW 3 Series, BMW 5 Series and BMW 6 Series, as well as for the BMW X3 and the BMW X5.

2009: The turbo returns with muscle as the power unit of the future.

This naturally meant that expansion now really started to take off. The high-performance character of automobiles produced by BMW M GmbH was first transferred to the segment of BMW X models with the BMW X5 M and the BMW X6 M in 2009. The development yielded a new V8 high-performance engine whose performance characteristics were precisely tailored to the character of the two models. The 555 hp M TwinPower Turbo was the world’s first power unit featuring an exhaust manifold overarching the cylinder bank and Twin Scroll Twin Turbo technology. The turbocharger and catalytic converters are positioned in the V space between the cylinder banks. This configuration produces the spontaneous response typical of M and delivers linear development as well as permitting uniform torque development.  

That same year, BMW M GmbH developed an extreme athlete based on the BMW M3 Coupé for customers who had particularly demanding requirements for the performance characteristics of their vehicles. This model was also suitable for racing in club sport events. The BMW M3 GTS was produced at the manufacturing facilities of BMW M GmbH exclusively on customer request. The modifications geared to deployment in motor sport comprise the drive and chassis technology, the bodywork and the interior. Design principles and technical details derived directly from motor sport defined the eight-cylinder engine with a displacement expanded to 4.4 litres and power increased to around 450 hp.

Today: Highly charged company for high performances.

At the end of 2010, M GmbH again expanded its product range and presented the 1 Series Coupé, a 340 hp car in the compact class. The straight six-cylinder with M TwinPower Turbo and petrol direct injection had an easy time with the muscular lightweight vehicle. This is obvious with a power-to-weight ratio of just 4.4 kilograms per hp. A few months later, the new M5 came along with a newly developed eight-cylinder turbo packing 560 hp and a top speed of up to 305 km/h (190 mph).

M goes Diesel.

40 years after the foundation stone of today’s M GmbH was laid, the experts in athletic driving turned their minds to a new project – the BMW M Performance Automobile as an expansion of the model range with a clear focus on athletic performance and unrestricted road-going capability as well as outstanding efficiency. The new product category was launched with four models: BMW M550d xDrive Saloon, BMW M550d xDrive Touring, BMW X5 M50d and BMW X6 M50d. The heart of these cars was a new straight six-cylinder diesel engine developed with three turbochargers and power of 381 hp exclusively for BMW M Performance Automobiles.

Munich. In August 1985, a rumour surfaced in motor magazine Auto-Deutschland which emanated from a new sports car. An A Group Car from BMW that was a thoroughbred racing car according to the rules but was also to be produced in a version licensed to drive on open roads for everyday use. Speculation about this dream car that could take to normal roads and was intended for the “Most dynamic among BMW 3 Series drivers” was right on target. But the pundits missed the mark about the motor-sport car by a mile on one prediction: They were convinced that anyone who “wants to be a key player in the A Team needs to be turbocharged under the bonnet”. Not true. The BMW M3 had a naturally aspirated engine. And it became the most successful touring car in the history of BMW.

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.

Power source: a four-cylinder engine with 2.3 litres displacement and four-valve engineering.

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.

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.”

Contrary to the situation with the mid-engine sports car, the BMW M3 was not going to be crafted by hand in small batches. This car was to be produced as a mass-production automobile on an assembly line. It was destined to compete in near-production touring car motor sport, or more precisely as a Group A racing car, defined as a “production car”, of which at least 5,000 units have to be built within the space of twelve consecutive months in accordance with Annex J of the international automobile sport regulations.

300 hp for competitive racing.

However, many of them immediately disappeared again into garages and workshops to be given a new outfit. After all, the M3 had been designed as a racing car, and this was the time to prove that it really could “race”. A World Touring Car Championship was held for the first time in 1987. And that was exactly what the M3 had been built for. But not quite in the guise in which it was seen on the streets. Instead of 200 hp, the 2.3 litre engine delivered up to 300 hp at 8,200 rpm in the racing version. This put it on a par with the BMW M635CSi. BMW didn’t line up on the starting grid with its own team but supported a number of famous racing outfits like Schnitzer, Linder, Zackspeed and Bigazzi. Drivers like Markus Oestreich, Christian Danner, Roberto Ravaglia and Wilfried Vogt took the wheel, and Annette Meeuvissen and Mercedes Stermitz were the first women drivers.

Roberto Ravaglia in the M3: first World Touring Car Champion.

The first race for the 1987 World Touring Car Championship started in Monza on 22 March 1987 – and ended with a sensation. All the M3 cars were excluded from the placings. The vehicles were checked under chaotic conditions and disqualified because of sheet-metal thicknesses that were allegedly contrary to the regulations. BMW appealed but the sports tribunal decided that the appeal had been lodged too late. There was no longer any talk of infringements of the rules. All the brouhaha naturally didn’t have any effect on the result of the championship. At the end of the season, Roberto Ravaglia was standing on the podium as the first World Touring Car Champion. But that was only the pinnacle of the success list. Wilfried Vogt took the title of European Champion. Altfried Heger came in second – both driving a BMW M3. In 1987, the German Touring Car Championship (DTM) also went to the new BMW M3, with Eric van de Poele behind the wheel. Moreover, the most sporty 3 Series car was also winning competitions off the race track. An M3 crossed the finishing line in first place in the Corsica Rally and secured a victory for BMW after a gap of 14 years in a race for the World Rally Championship.

24 Hour Race: M3 one-two victory on the Nürburgring.

In 1988, the BMW M3 continued the success story and took the national titles in France, England and Spain. In the following year came another victory in the German Touring Car Championship (DTM), this time with Roberto Ravaglia in the driver’s seat, alongside wins at the national championships in Belgium, Holland, France, Italy, Finland, Spain, Sweden and Yugoslavia. Meanwhile, the displacement had been increased to 320 hp and the BMW M3 drove the competition into the ground. Belgian driver Marc Duez battled his way through the Monte Carlo Rally with an M3 and took eighth place as best driver in a car without a four-wheel drive.  The sensational one-two victory in the 24-hour classic on the Nürburgring crowned this series of successes in 1989 with the driver combinations Pirro/Ravaglia/Giroix and Heger/Grohs/Manthey.

Playing with displacement: the right engine for each race.

The M3 had a commanding presence on the international touring car racing scene for five years. It became the most successful touring car of all times by winning the two champion’s titles in the European Touring Car Championship and twice in the German Touring Car Championship. There were also numerous further victories and championship wins at international level. Depending on the competition rules, the four-valve engine had to be adapted to national regulations. For example, the capacity for England was limited to 2 litres while for Germany and France it was raised to 2.5 litres with effect from 1990. This enabled the four-cylinder to deliver up to 355 hp. In the version with the biggest capacity, the engineers of BMW M GmbH went up against the limits of what was feasible. In order to make full use of the 2.5 litre limit, they not only increased the stroke of the 2.3 litre unit from 84 to 87 millimetres, but also increased the cylinder bore from 94 millimetres to 95.5 millimetres. This reduced the width between the cylinders to just 4.5 millimetres. But success proved the development engineers right. The engines withstood the stresses and strains of touring-car racing even at maximum output without any problem.

1992: the first BMW M3 with a six-cylinder engine.

The year 1992 saw the birth of a completely new M3, this time with an advanced six-cylinder engine. Once again, Motorsport GmbH developed a version for competition in record time.  In April 1993, the new M3 was due to line up at the start of the first race for the German Touring Car Championship (DTM). But due to discrepancies in the new regulations, BMW changed its strategy and instead set up a BMW M3 GTR in the striking design of a starting flag and entered the Warsteiner ADAC GT Cup organised by the German Automobile Association. The six-cylinder now generated 325 hp, the car weighed 1300 kilos in accordance with the regulations. A strong BMW team lined up at the start with Johnny Cecotto and Kris Nissen, and Cecotto ended up taking the championship at the end of the season. However, this was the end of the motor-sport chapter for this M3 GTR for the time being. Changes in the regulations meant that the potent 3 Series had no realistic changes of victory any more.

The BMW M3 GTR: the most powerful M3 ever.

BMW only returned to motor sport as a works team with a BMW M3 seven years later. In 2001, the first starting flag came down for the new BMW M3 GTR powered by a 450 hp V8 engine. The most powerful M3 ever set benchmarks in the GT class of the American Le Mans Series (ALMS) with its four-litre engine and raced in a quartet: Team BMW Motorsport entered two cars under the management of Charly Lamm and two other cars were raced by the American BMW Team PTG run by Tom Milner, who hailed originally from Germany. The coupé took seven victories in ten races, six of them were from pole positions. BMW works driver Jörg Müller won the driver’s championship in the GT Class, BMW Motorsport won the team placings, and BMW became constructors’ champion in the company’s most important export market.

But the advanced BMW M3 GTR also caused a sensation in Europe. Two each of these eight-cylinder racing cars lined up at the start of the 24 Hour Race at Spa-Francorchamps in Belgium and on the Nürburgring in 2004 and 2005.The result: In both years, BWM took a one-two victory on the Nürburgring, and class victory went to BMW in Spa in 2004.

In 2009, the next generation of the M3 started in the American Le Mans Series. The V8 engine was beefed up to 485 hp and entered the Twelve Hour Race at Sebring for the first time.  The successes meant that the M3 was also raced in Europe in the following year. It lined up at the start of the 24 Hour Race on the Nürburgring, in Le Mans and in Spa-Francorchamps. The result: outright victory on the Nürburgring – for the 19th time – and class victory in Spa.

And the next winner will soon be on the starting line in 2012. BMW will be back at the German Touring Car Masters (DTM) with three teams and the new BMW M3 DTM.

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." 

Munich. BMW Group Classic is expanding its mission: from the beginning of this year the newly established Motorsport division is offering assistance in everything to do with classic competition vehicles that carry the BMW and Mini badges. The activities of the motorsport specialists extend from advice on servicing and repair, through parts procurement, right up to complete restoration – drawing on the definitive skills of the manufacturer.

Oldtimer Grand Prix, Festival of Speed, Mille Miglia, Le Mans Classic – motor racing with historic cars is experiencing an unstoppable boom. More and more competitions are exerting a magnetic pull on participants and spectators alike. And almost always there are one or more BMWs on the starting grid. To ensure that these vehicles remain raceworthy, as from January 2010 BMW Classic has set up a dedicated Motorsport division whose aim is to provide the same comprehensive service for classic racing cars as BMW Classic does for road vehicles. 

The experts expect to find their main customers among the owners of racers from the 1960s, 70s and 80s. “Anyone who owns a high-performance car like that will also want to drive it,” says Friedrich Nohl, who heads up the Motorsport division of BMW Group Classic. And he should know: Nohl was previously head of sports and touring car technology at BMW Motorsport. Whatever the event, the drivers are scarcely less ambitious to win than those who drove the classics in their heyday. And just as in those days, the mechanical stresses of racing can sometimes cause something to drop off or blow up. “Even in historic motor sport we are pushing men and materials to their limits,” Nohl adds. With these thoroughbred race cars, procuring replacement parts of a commensurate quality is not so easy. In future, the specialists at BMW Group Classic Motorsport intend to offer their help, even to the extent of replicating special components. Where damage or wear to a vehicle is more extensive, BMW Group Classic will in future also offer maintenance, repair or rebuilding.

Mini Cooper and BMW 1602 as demonstration models.

As demonstration models, the specialists are building two competition vehicles in the course of this year. One is a Mini Cooper S Mark 1 dating from 1964, which can be entered for circuit races. The other is a 1970s BMW 1602 Touring.  “Both will be rebuilt from the ground up, in other words starting from the bodyshell,” says Friedrich Nohl. Whereas the Mini is being converted to a competition car, the 1602 already has a racing history.

BMW Group Classic has set up the Motorsport division to meet the growing demand for skilled servicing of racing classics while remaining faithful to the originals. “We are getting more and more frequent enquiries of this kind,” says Friedrich Nohl. That is no surprise, since many of the one-time circuit and rally cars have survived and are still being raced today. They originate predominantly from the period from 1960 to 1990 – three decades in which BMW and Mini were helping to make a decisive mark on motor sports.

1960-1990: the heyday of the classics.

In the summer of 1961, BMW launched the 700 Sport as the first postwar car intended for motor racing. With its 40 hp this 640 kg flyweight outstripped the competition in its sports class right from the start. In the very first year the German Circuit Championship and the Rally and Touring Car Championship went to the “Little Fury”, as the public christened it. In the same era, the Mini made an indelible mark on the history of rallying: its overall victory in the 1964 Monte Carlo Rally is the stuff of legend. 

The 1970s were dominated by the 3.0 CSL dream coupé, which became the most successful tourer of its era. Between 1973 and 1979 it won the European Championship six times and dominated the international touring car racing scene for the best part of a decade. At the end of its career, as a turbo coupé, it had an impressive power output of up to 800 hp and, on account of its extravagant set of spoilers, went down in history as the “Batmobile”. 

The 1980s are symbolised by the BMW M3, born in 1986. Right from the start the racer made a clean sweep of victories, trophies and titles: in 1987 it won the World Touring Car Championship – the first and only world title ever awarded in this vehicle category. In the following five years the M3 was undisputed leader of the touring car racing scene. With several European touring car championships, a second win in the German Touring Car Championship (DTM) as well as a fistful of other victories and championships at international level, it became the most successful tourer of all. 

“We want to make it possible for the owners of our successful classics to get involved in events and competitions without having to sacrifice the driving fun which these cars offer to this day,” Friedrich Nohl stresses.

Munich. Anybody who was not invited read it in the papers: On the morning of 9 July 1929 full-page ads informed the public that BMW had become a car maker. And guests invited to BMW’s new showroom in the middle of Berlin were able to admire a small car bearing the model designation 3/15 PS DA 2, with the two last letters standing for “Deutsche Ausführung” or “German Version”. In popular language the car nevertheless soon took on a new name, BMW’s first production model remaining a legend to this day as the “Dixi”.

The first of these attractive small performers coming off the production line on 22 March in BMW’s plant near the former Berlin-Johannisthal Airport set the foundation not only for the production of cars by BMW. For although the Dixi was largely taken over from an existing model with parts and components already in use, the car clearly bore the handwriting typical of BMW to this very day: From the beginning efficiency and dynamics were of utmost significance to BMW, forming an integral part of the brand’s DNA. Indeed, BMW had already made a great name for itself as a manufacturer of very economical high-performance products such as aircraft engines and motorcycles, before entering car production.

Before BMW fitted the brand’s white-and-blue logo on the radiator grille of the Dixi, the car had already been updated in technical terms and, as its highlight, boasted a new all-steel body. As a result the BMW 3/15 very modern at its time won the International Alpine Rally in its very first attempt in 1929, successfully completing all large passes in the Alps during the race lasting a full five days.

Apart from its reliability, the Dixi also appealed to a growing number of customers through its all-round economy and relatively low price: Consuming just six litres of regular fuel, the Dixi was more economical right from the start than rail transport and the customer had the option to pay the purchase price of 2,200.– reichsmarks for the “base” version in instalments, if he wished to do so. This made the BMW a lot cheaper than a comparable Hanomag, with the car coming at about the same price as the best seller back then, the Opel Laubfrosch.

Early type of VANOS technology back in 1938.

Step-by-step BMW’s engineers developed technologies and concepts in the years to come to improve both efficiency and driving dynamics, thus building up a significant lead over their competitors. Even back in the 1930s, for example, BMW looked into variable camshaft management and took out the first patent for this technology in 1938/39.

Several prototypes of the BMW 802 aircraft engine already featured a technology which today, naturally enhanced to a higher level, serves to offer greater efficiency in all of BMW’s gasoline engines in the guise of double-VANOS. On BMW’s 2,500-horsepower aircraft engine, the intake and exhaust valves were masterminded by cam discs adjustable to various settings while the engine was running.

In 1940 BMW introduced a further international highlight in one of the main areas of Efficient Dynamics: lightweight construction. The BMW 328 Kamm Racing Coupé is indeed a particularly outstanding example of the supreme performance of the BMW 328 in motorsport. The car’s tubular spaceframe was made of an extra-light electron alloy and weighed just 32 kg or 71 lb. Together with the outer skin made of aluminium and the six-cylinder power unit, unladen weight was a low 760 kg or 1,676 lb. Superior aerodynamics created by Wunibald Kamm, one of the pioneers of modern streamlining, gave the car a drag coefficient of approximately 0.27. This, together with 136 horsepower coming from the two-litre engine, provided a top speed of 230 km/h or 143 mph.

BMW took up this concept again after the war, following the same philosophy in 1961 in the BMW 700 RS. This new racing car bearing the white-and-blue emblem excelled through its extremely light structure, again featuring an elaborate tubular spaceframe combined with light aluminium outer skin.

In road trim this small racer weighed a mere 630 kg or 1,389 lb, no problem at all for the racing engine specially developed for this outstanding athlete: The 70-hp two-cylinder displaced just 0.7 litres, giving the engine an output per litre of 100 horsepower still quite remarkable today and accelerating the RS to 160 km/h or 99 mph. Particularly with the great German racing driver Hans Stuck at the wheel back then, the BMW 700 RS scored numerous wins in all kinds of hillclimb events.

1968: BMW six-cylinders once again setting the standard for years
to come.

Following the outstanding success of BMW’s New Range and the 02-models,
BMW was able in 1968 to once again take up the great tradition of the 1930s with larger six-cylinder power units. So this marked the debut of the BMW 2500 and 2800 taking the Company back into the market for large saloons and coupés.

The engines themselves were the same in both body variants: Fitted at an angle of 30°, the power units came with a crankshaft running in no less than seven earings and incorporating twelve counterweights for vibration-free smoothness further enhanced by the overhead camshaft. This, clearly, led to the concept of turbine-like smoothness on BMW’s six-cylinder power units.

One of the technical innovations on the two engines identical in their structural
features was the triple-hemispherical swirl-action combustion chamber interacting with appropriately designed pistons. This particular configuration ensured an even more intense fuel/air combustion process serving in this case to provide superior power on good fuel economy: The 2.5-litre delivered maximum output of 150 hp, the 2.8-litre an even more impressive 170 hp – sufficient to boost the BMW 2800 into the exclusive group of 200 km/h cars. And achieving a top speed of 190 km/h or 118 mph, the BMW 2500 likewise had only very few competitors to fear. No surprise, therefore, that BMW’s six-cylinders set the standard in modern engine technology for years to come.

A big contribution to this supremacy came from a racing car representing the sporting extreme of Efficient Dynamics at the time: the BMW 3.0 CSL built in 1971. Once again, intelligent lightweight engineering served to make this outstanding model even more dynamic, with sophisticated aerodynamics helping to optimise the car’s driving characteristics. As an example, BMW introduced features at the time such as specially developed downforce flaps and a complete underfloor cover. Qualities of this kind made these light, powerful and fast coupés unbeatable for many years, with BMW winning all but one European Touring Car Championships between 1973 and 1979.

1972 Olympics: the BMW electric car makes its first appearance.

In the early ’70s BMW’s development experts focused very carefully not just on outstanding achievements in motorsport. Rather, the 1972 Olympics were the starting point for intense research also on electric drive technology, a small fleet of orange-coloured BMW 1602 Saloons boasting battery-powered electric motors becoming the symbol of the Munich Games. And in the three decades to follow, BMW became one of the world leaders in the segment of electric cars.

Just a year later BMW introduced another pioneering model featuring highlights in technology now once again gaining greater significance: The BMW 2002 turbo was the first production car in Europe to feature a turbocharged engine. This gave BMW a leading role in turbo technology, at the same time setting the foundation for the successful use of this technology in both series production and motorsport.

BMW’s next step in efficient technology came in 1978, the BMW M1 super sports car with its four-valve technology carried over from motorsport setting a new benchmark in optimising the cylinder charge process. BMW started using this technology successfully in motorsport in the late 1960s, developing it to production standard ten years later, with optimised cylinder charge technology being subsequently used in other BMW M models such as the M635CSi, the M5 and the M3.

In 1979 the first Digital Motor Electronics in the BMW 732i set new standards throughout Europe, map control helping to provide more power on less fuel. This improvement was further enhanced by automatic overrun cut-off reducing
fuel consumption to zero in the overrun mode.

All this set another milestone in the market, BMW becoming the pioneer in
automotive electronics. In the process of enhancing motoring efficiency, BMW never lost sight of the driver and his – or her – particular role. Precisely this was the reason for the introduction of the world’s first fuel consumption gauge in the BMW 5 Series as yet another achievement in electronics in 1981. This new display sensitised the driver to the issue of fuel economy, showing him clearly how he himself was able to drive more economically, that is on less fuel. And to this day, the
fuel consumption indicator plays an important role in the context of BMW’s Efficient Dynamics strategy.

The BMW 524td: a milestone in diesel technology.

The decision taken by BMW to enter the fiercely contested diesel car market was truly revolutionary in the history of the Company, a new generation of engines marking this significant breakthrough.

The BMW 524td introduced in June 1983 featured a diesel engine combining the benefits of diesel technology with qualities typical of BMW such as dynamic performance and supreme refinement. And this led straight to the development
of BMW’s turbodiesel based on the existing range of straight-six power units between 2.0 and 2.7 litres engine capacity.

Using turbocharger technology and large flow cross-sections on the intake and
outlet valves of the 2.4-litre power unit, BMW’s engineers were able to increase
engine power to a substantial 115 hp. At the same time the swirl-chamber combustion process enhanced to an even higher standard provided an ideal basis for minimising both fuel consumption and combustion noise: Under the DIN standard, this modern BMW turbodiesel made do with just 7.1 ltr/100 km (equal to 39.8 mpg imp), despite the car’s top speed of 180 km/h (112 mph) and acceleration to 100 km/h in 12.9 seconds, setting new standards at the time in the dynamic performance of diesel cars.

A truly unique concept: the eta engine.

Yet another new concept introduced by BMW, this time in the gasoline market, was BMW’s eta technology available as of autumn 1981 in the BMW 528e sold in the US market. In spring 1983 this initial model was followed by the BMW 525e in Germany before the BMW 325e was launched in Europe in 1985.

The letter “e” stood for eta, the symbol for efficiency. And indeed, the 2.7-litre six-cylinder power unit featured in this very special model was optimised without compromises for superior torque and economy, consuming just 8.4 litres of regular grade fuel on 100 kilometres (equal to 33.6 mpg imp), despite engine output of 122 hp.

Back then this kind of fuel economy on a large six-cylinder (with virtually the same fuel consumption under practical driving conditions) was acknowledged as truly sensational. The concept of a large power unit with relatively low power was indeed quite unusual back then in Europe and remains exceptional to this day.

It was also in the early ’80s that BMW started developing the hydrogen car, taking on a leading role in the development of the hydrogen combustion engine and, together with the German Research and Test Institute for Aerospace Technology, building several test models as of 1984. One of these cars was the BMW 745i Hydrogen.

BMW consistently maintained this development process, building hydrogenpowered experimental versions of the BMW 7 Series in all upcoming generations of the car and in each case pushing this technology to its extreme limit. In the process BMW succeeded in combining the hydrogen combustion engine with both superior environmental compatibility and sporting performance.

The further reduction of driving resistance was one of the highlights in developing two BMW sports cars in the late 1980s: The first of these models was the BMW Z1, a genuine spearhead in innovation and technology, launched in 1988 and boasting not only very low weight thanks to its bodyshell made of a special synthetic material, but also an outstanding drag coefficient of 0.36. This progress in aerodynamics was attributable, among other things, to the fully covered underfloor with a diffuser at the rear, while the driver and passenger enjoyed optimum driving conditions with draughts reduced to a minimum.

The other example was the BMW 850i Coupé introduced a year later, again setting new standards in aerodynamics. Despite its large cooling air intakes for the twelve-cylinder power unit, this elegant coupé came with a drag coefficient of just 0.29. Again, this was because very many of the car’s aerodynamic components such as the exterior mirrors with hardly any effect on air drag had been developed very carefully in a painstaking streamlining process.

In 1991 BMW took up the concept of the electric car once again, demonstrating the current state of the art in the BMW E1. This first all-electric car built in recent times worldwide was a fully-fl edged automobile offering ample space for four passengers and their luggage.

Made consistently in lightweight construction, the body was a combination of extrusion-pressed aluminium profiles with the outer skin made of plastic and aluminium.

The objective in developing this very special car was to build a genuine BMW with unrestricted driving pleasure – and precisely this was the objective BMW achieved so impressively.

Given cars and technologies of this standard, the development of alternative
drive systems by BMW was just as innovative and dynamic as the development of conventional power units.

In 1992 BMW introduced infinitely variable valve management – BMW VANOS – as a world-first achievement in the M3 sports car, improving both power and torque as well as fuel economy and the management of emissions. As of 1992 VANOS was also featured as a further improvement on BMW’s other six-cylinder power units, being replaced as of 1995 by double-VANOS which as of 1998 was alsointroduced on BMW’s V8 engines.

1995: BMW 5 Series takes on the leading role in intelligent
lightweight construction.

In 1995 the next generation of the BMW 5 Series entered the market as the forerunner in intelligent lightweight construction. This was indeed the world’s
first large-scale production car to feature a chassis and suspension made completely of light alloy and reducing the weight of the entire vehicle by approximately 30 per cent.

The all-aluminium power units were also 30 kg or 66 lb lighter than before, helping to reduce unladen weight of the BMW 523i, for example, from 1,525 kg/3,362 lb to 1,495 kg/3,296 lb.

In the same year BMW introduced the 316g and 518g, Europe’s first natural gas cars to enter series production. This alternative drive technology served to reduce CO2 emissions by approximately 20 per cent and the formation of ozone-building hydrocarbons (HC) by an even more significant 80 per cent.
At the same time the new engines made a further contribution to the series development of hydrogen drive, since natural gas comes with very similar features and qualities relevant to the car.

In all, BMW built a small series of 842 natural gas-powered models up to the year 2000.

Moving on to the year 2001, BMW enhanced the VANOS technology into fully
variable VALVETRONIC valve management running the engine for the first time without a throttle butterfly and remaining absolutely unique the world over to this day. In the four-cylinder power unit of the BMW 316ti this meant more performance on less fuel, particularly under part load, thus reducing fuel consumption versus the former model by a most significant 12 per cent.

One of the big advantages of this technology is that it can be used worldwide,
since it does not make any particular demands in terms of fuel quality.

In the years to come BMW carried over VALVETRONIC valve control
to other gasoline engines, all the way to the four-cylinder power unit of the
MINI introduced in 2006.

BMW EfficientDynamics building up an increasing lead.

Today BMW has successfully expanded and enhanced this quest for greater
economy combined with superior driving dynamics through the concept of
BMW Effi cientDynamics. Technologies such as Brake Energy Regeneration, the Auto Start/Stop function, the gearshift point indicator, ancillary units operating only on demand and including the detachable a/c compressor, intelligent lightweight engineering and active aerodynamics through precise management of the car’s air fl aps are now featured in all new models in an appropriate combination. And following the principle of BMW EfficientDynamics, each new model excels through reduced fuel consumption and enhanced driving dynamics in comparison with its respective predecessor.

The by far most efficient premium cars in the German market come from BMW and MINI. The latest statistics compiled by the German Motor Vehicle Authority on behalf of the BMW Group show that new BMW and MINI models registered in Germany in 2008 come with average fuel consumption of just 5.9 litres/100 kilometres (equal to 44.9 mpg imp) and CO2 emissions of 158 grams per kilometre. Both figures are significantly below the average of all new vehicles registered in Germany in 2008, which is 165 grams per kilometre.

The statistics compiled by the German Motor Vehicle Authority on behalf of the
BMW Group not only show the significant superiority of BMW EfficientDynamics over comparable technologies introduced by other premium manufacturers, but also demonstrate the outstanding position of the BMW Group within the overall market: In statistical terms a BMW or a MINI consume significantly less fuel than the average of all new cars registered in Germany. In its fleet consumption determined by the German Motor Vehicle Authority the BMW Group also outperforms even the largest European volume manufacturer and is therefore absolutely equal to a large number of car makers focusing primarily on small cars in their range.

On an EU level the BMW and MINI brands likewise achieve fuel economy and
CO2 ratings below the overall average of European car makers. From 1995 until the end of 2008, the BMW Group has reduced the fuel consumption of its
cars sold in Europe by more than 25 per cent, in the process outperforming
the commitment made by the Association of European Car Makers (ACEA) on
behalf of its members.

Munich. The cruising altitude of modern airliners ranges from 10 to 12 kilometres. It is hard to imagine, then, that a pilot managed to broach these heights a full 90 years ago. It was a BMW engine which, on 17th June 1919, propelled Franz Zeno Diemer to an altitude of 9,760 metres. If further proof were needed of the superiority of the ingenious yet simple concept of BMW’s highaltitude engines, it was furnished during that summer of 1919 at Munich’s Oberwiesenfeld airfield. No human had previously piloted an aircraft to a greater height.

When Diemer set out on his record flight from the Oberwiesenfeld on 17th June, his DFW F 37/III – an altitude aircraft specially developed by Deutsche Flugzeugwerke – was powered by a BMW IV aero engine. Based on the tried and tested BMW IIIa, the new BMW IV engine had its bore and stroke increased by 10 mm to boost output from 185 to 230 hp. Glorious flying weather saw the engine deliver a consistently excellent performance on that Sunday, enabling Diemer to make a steady ascent to ever greater heights. After 87 minutes he had reached 9,760 metres. No other aeroplane had previously attained such an altitude. Later Diemer announced that the engine still had reserves in hand, but that he himself had reached the limits of his capacity. After all, in his open pilot’s seat he not only had to contend with temperatures as low as -50° Celsius, but also with the low oxygen levels in the air at this altitude, which took their toll on him physically.

The challenge Diemer faced during his world record flight was the same underlying problem with which all aircraft engines had to grapple during the First World War: loss of power at altitude. Normally an aeroplane requires maximum output on the ground in order to take off at all. But with aircraft now forming a separate military arm, the requirements changed. Engine output also became crucial to survival at high altitude, for example for rapid climbing to escape hostile combat squadrons.

With increasing altitude, however, the air density steadily diminishes, and this led to power loss in the engines. Two different concepts were pursued in an attempt to counteract the loss of output in the thinning air. Some manufacturers – such as Daimler – turned their attention to charging, whereby air was forced into the carburettor by means of a charger. But this technology was too complex to bring to production readiness within a short space of time, and only established itself in the 1930s. BMW’s head designer Max Friz, on the other hand, opted for an over-square, high-compression unit for the first BMW aircraft engine, the forerunner of the BMW IV world record engine. This design principle involved an enlargement of the cylinder volume as well as an increased compression ratio. To avoid engine overload, it had to be throttled back at take-off and low flying altitudes.

To meet the demands of a high-altitude engine, Max Friz had designed a special carburettor which was to deliver a steady supercharged pressure and ensure a consistent air/fuel mixture ratio. The carburettor was controlled by two levers, one for normal operation and one for high altitudes. By means of these two levers, the pilot could control the throttle valves of the BMW carburettor in such a way that the optimum mix was prepared to suit the aircraft’s altitude at any time. The throttle valves were only opened fully once an altitude of 3,500 to 4,000 metres had been reached. This configuration meant that the loss of power of the IIIa at altitude was less than in other engines.

One of the first advocates of this concept was war Franz Zeno Diemer, an experienced flyer who had already obtained his pilot’s licence in 1913. During the First World War he served as a test pilot in the Bavarian Flying Corps. It was in this role that he came into contact with BMW in 1917 when testing the BMW IIIa aero engine. His record flight in the summer of 1919 won international acclaim, even though it was denied official recognition. All aviation records had to be confirmed by the Fédération Aéronautique Internationale (FAI) in order to be ratified. Although Germany was a founder member, it had been excluded from the FAI as a result of the First World War. That is why Diemer’s record never entered the official record lists. But even without a certificate, the ascent to almost 10,000 metres was a sensational testimony to the potential of the BMW aero engines.

Even at that time, the BMW engines were compelling not only for their outstanding performance, but for their fuel economy as well. The first BMW IIIa already featured lightweight components in its design. Its crankcase and pistons were made of aluminium, giving a weight of just 285 kg and a weight-to-power ratio of 1.54 kg/hp. Diemer’s record-setting engine, the BMW IV, boasted a mere 1.24 kg/hp. Fuel consumption figures demonstrated the superiority of the BMW engine over the competition. During throttled operation, in the region of 1,050 rpm, the BMW IIIa consumed 200 grams per hp and hour, which was more than a third less than a “normal” aircraft engine in this performance class. In practice it meant that, with a supply of around 200 kg of fuel – i.e. some 260 litres – an aircraft with the BMW IIIa had an operating range of 1,200 kilometres, while the same amount of fuel in a normal unit was good for only around 730 km.

Indeed, the BMW IIIa also had the edge over another form of transport. On one of his test flights, Diemer made it from Augsburg via Leipzig to Döberlitz in just under four hours, with the BMW IIIa engine powering his aircraft getting through just 84 litres of fuel. Over the same distance, a car at the time took 14 to 16 hours and consumed between 100 and 120 litres.

Munich. Things did not look good. Indeed, BMW was rapidly approaching the final collapse and demise of the Company in the 1950s: While motorcycle production had reached a new record in 1952, production figures decreased more significantly in the years to come than they had increased in the late ’40s.

To set off this dismal end of the motorcycle market, BMW built the prototype of a new small car in 1950, taking up the lines of the pre-war BMW 327 and the 600-cc fl at-twin engine so popular at the time. But the project was subsequently discarded for economic reasons.

After launching the Isetta in 1954 in an attempt to set off the slump in the motorcycle market, BMW soon realised that this bubble car was too small for the new customers entering the market, who, as a result of the German “economic miracle” soon expected a lot more of their new car in the late ’50s. Quite simply, therefore, such spartan “super-minis” had already passed their climax, with customers demanding a longer wheelbase and more comfort.

At the same time the automotive industry was booming, with production in West Germany increasing by one-third in 1955 alone. Introducing new models, BMW sought to jump up on the bandwagon, the BMW 600, a somewhat longer Isetta with its fl at-twin engine fitted at the rear, intended to meet demand for a genuine four-seater at least for a while as of 1957. But again, the BMW 600 turned out to be a flop, customers not accepting the concept with the door at the front of the car.

Looking hard for a solution, the Development Division initially attempted for economic reasons to build a conventional small car using as many parts of the BMW 600 as possible. Wheelbase was extended to 1,900 mm or 74.8" by adding on extra sections front and rear, and the front seats were moved back to provide convenient access to the car from behind the wheel arches. But soon it became evident that without a further extension of the car’s wheelbase space for the rear seats would be very limited. At the same time the rapid increase in weight resulting from the car’s longer wheelbase was another problem, together with the poor seating arrangement.

The attempt to modify the frame and structure of the BMW 600 and meet modern demands thus proved to be impossible – or at least subject to significant compromises. So instead BMW decided to find a more promising solution by re-configuring the entire design and structure of the body.

Proven chassis and suspension carried over from the BMW 600.
Notwithstanding this decision, BMW’s engineers did not want to completely give up the proven parts and components of the BMW 600 in developing their new model. So they decided to modify the front axle of the BMW 600 with its longitudinal swing arms for consistent track and wheel camber and carry over the concept to BMW’s new small car – naturally with appropriate reinforcements to meet the greater demands made of the new model.

The engineers also took over the rear wheel suspension which, with its swing arms modified to a slightly higher angle, supported the car’s steering as a function of acceleration in bends and counteracted any tendency to oversteer. Further features carried over from the BMW 600 were the all-synchromesh four-speed transmission as well as the bevel gear differential – and, of course, the fl at-twin power unit originally used on BMW motorcycles and now increased in size from 600 to 700 cc.

The crucial point was now to wrap up this technology in an appropriate body suitable both for the market and the requirements of the future. Back in late 1957, that is before the BMW 600 entered the market, BMW’s new Board of Management had already requested the Development Division to develop and build a conventional small car with progressive design in corporation with an Italian designer and coachbuilder.

In July 1958 Wolfgang Denzel, an automotive engineer himself and BMW’s importer in Vienna, proudly presented his new model designed by Michelotti in Starnberg just south of Munich. The decision in favour of this concept model was then taken in October 1958, allowing BMW to create both a Coupé and a Saloon to series production level as an in-house development.

The reason for doing this in-house was that the prototype, while being very attractive and offering excellent driving qualities, would have been neconomical in production due to the expensive tooling required. So working hard on all the details, BMW’s designers developed a dynamic little car which had nothing do to do with BMW design so far: the BMW 700.

In its design the BMW 700 followed a trapezoid line with the roof structure and the basic body of the car opposed to one another to form two counter-fl owing bodies. This design concept came from the USA as a streamlined rendition of the former pontoon structure, with further refinement by Italian car designers.

Under the guidance of Wilhelm Hofmeister, BMW’s designers then turned this draft into two models, a two-door Saloon and a Coupé.

The fi rst BMW with a monocoque body.
Apart from its brand-new design, the BMW 700 offered another surprising highlight: it was the first BMW with a monocoque body. And the reason for introducing this new technology was clear: “They might believe initially that in this way we were giving up an old principle going back many years within the Company. But our calculators quickly showed us that a monocoque floorpan was able to save about 30 kg in weight, lower the entire car by 60–70 mm (2.4–2.8") and streamline the production process, with appropriate cost benefits.”

BMW was not a newcomer to the use of monocoque unitary body panels. On the contrary, the BMW 326 built in Eisenach from 1936 until the beginning of the War already featured a floorpan made of high-rising panel supports firmly welded to the body of the car – at the time the best solution for a load-bearing body structure.

This experience carried over from the past quickly paid off, a comparison with two other well-known cars of the same size built in Europe and with a monocoque body clearly confirming the superior stiffness of BMW’s car structure.

On 9 June 1959 BMW’s Board of Management under their Chief Executive Dr Heinrich Richter-Brohm made the big move, presenting the new BMW 700 Coupé, the first model in the new series, to some 100 international motoring journalists. This was in Feldafing near Munich, at the same place where about two years before they had first seen the not-so-fortunate BMW 600.

Since the turbulence encountered in BMW’s model range had added further momentum to the critical reports by the press, Helmut Werner Bönsch, BMW’s Director of Technical Sales Planning, admitted quite frankly in his welcome statement that “ultimately it was this attitude and these doubts which convinced us to invite you here today to experience the new BMW 700 Coupé, and not to wait until the Frankfurt Motor Show.”

The debut: standing ovations.
The minute Bönsch revealed the new Coupé, everybody started clapping. The journalists immediately admired the new model with its wheelbase of 2,120 mm (83.5"), front track of 1,270 mm (50.0") and rear track measuring 1,200 mm (47.2").

Boasting these dimensions, the BMW 700 had grown out of the small car class still prevailing in the market at the time and allowed a relatively high standard of freedom in providing extra space. The designers and engineers were particularly proud of the car’s consistent lightweight technology reducing dry weight to less than 600 kg or 1,323 lb despite the car’s overall length 3,540 mm or 139.4", thus providing the qualities required for good acceleration and hill-climbing performance.

Compared with the BMW 600, the extension in wheelbase by 25 per cent came with an increase in weight by only 14.5 per cent. And despite its low height of just 1,270 mm or 50.0", the Coupé offered acceptable headroom just like the doors measuring 93 cm or 36.6" in width allowed unusually comfortable access for a car in this class.

Enjoying the seats, the driver and passengers in the BMW 700 benefited from an unusually good balance of useful interior space and exterior dimensions, the curved windows helping to keep the doors smooth and provide extra width inside the car.

Again in the words of Helmut Werner Bönsch: “In combining the footwells and the luggage compartment we followed the example of a modern sleeping car – which shows that sometimes you can even learn from the railways!” He then added that “we also remembered to keep the four corners of the car in clear sight from the driver’s seat, allowing the driver to easily manoeuvre even into tight parking spaces.”

Appropriately contoured to fit the human body, the front seats with their active-breathing upholstery were adjustable even while driving and came with backrests moving to four different angles. The backrest at the rear, in turn, folded down whenever required like in the BMW 600, allowing the driver and passengers to take along bulky objects such as all their camping gear.

Same space and dynamic performance as the BMW 326.
The BMW 700 was also well-equipped for travelling with a fair amount of luggage. The front luggage compartment with its conveniently fl at floor was able to accommodate two standard-sized suitcases measuring 70 cm or 27.5" in length, together with some smaller bags. The fuel tank was beneath the luggage compartment, perfectly protected by the spare wheel standing upright in front. Offering a capacity of 30 litres or 6.6 imp gals plus three litres reserve, the tank was sufficient for a cruising range of approximately 500 kilometres or more than 300 miles, since, according to the fuel consumption standards applicable at the time, the BMW 700 was quite happy with some six litres for 100 kilometres, equal to approximately 47 mpg imp.

Developing maximum output of 30 hp at 5,000 rpm, the two-cylinder power unit was able to accelerate the Coupé to a top speed of 125 km/h or 78 mph. Exactly what this meant in terms of performance became quite clear in a statement again made by Helmut Werner Bönsch, comparing the car’s performance with that of the legendary BMW 327 touring sports car: “The BMW 700 Coupé with its 700-cc 30-hp two-cylinder offers the same top speed, the same acceleration and the same safe average speed on the road as its legendary predecessor with its two-litre six-cylinder two-carburettor power unit. And it does so with the same space inside and with superior roadholding of an even higher standard.”

Journalists driving the BMW 700 Coupé were – rightly – thrilled from the start, waxing lyrical about the car’s design and its driving qualities: “Acceleration is certainly impressive for a car of this size, taking you from a standstill to 90 km/h in 20 and to 100 km/h in 30 seconds.”

With this kind of performance, some journalists realised from the start that the BMW 700 Coupé was already looking at a sporting career: “You have the feeling that you’re sitting in a car with genuine sporting values, but without the rather harsh ride and limited space so typical of most sports cars.”

Ultimately, most of the testers readily confirmed the optimism expressed by BMW’s Board of Management: “The BMW 700 Coupé is the latest model from Bayerische Motoren Werke and promises to be a great success and a real highlight at this year’s Frankfurt Motor Show.”

Public attractions at the 1959 Frankfurt Motor Show: the BMW 700 Saloon and Coupé.
Precisely this is what happened, with the BMW 700 becoming a genuine highlight for the public in Frankfurt. The new Coupé was presented on the BMW stand at the 1959 Frankfurt Show at a price of DM 5,300.– including the car’s heater. Right next to it was the four-seater Saloon based on the same engineering and design concept and destined to enter series production in early 1960.

Retailing at a price of DM 4,760.–, the Saloon was almost DM 600.– cheaper than the Coupé with its higher level of equipment. At the same time the Saloon boasted a far more spacious body offering adequate space for four adults. And unlike the Coupé with its fl air almost reminiscent of a sports car, the Saloon stood out in particular through its practical features and benefits.

Likewise designed by Torino coachbuilder Giovanni Michelotti, the Saloon also received its finishing touches in BMW’s Design Office under Wilhelm Hofmeister.

With its steeper windscreen and rear window as well as the modified roof, the Saloon, on a body otherwise identical, looked much larger than the dynamic Coupé. But weighing just 10 kilos more than the Coupé, the 640-kg (1,411 lb) Saloon was able to offer almost the same good performance, accelerating to 100 km/h in approximately 30 seconds and reaching a top speed of 120 km/h or 75 mph.

With the Frankfurt Motor Show hardly over, BMW struck a very positive balance towards the end of September: “Both new models were warmly welcomed by motor journalists and the public alike, showing a response well beyond even our most optimistic expectations. As a result, we successfully made an unusually large number of sales not only in Germany, but also and above all in our export markets.”

The BMW 700 was the direct competitor of the initially cheaper VW Beetle and appealed above all to the motorist wishing to stand out from the crowd. Indeed, as a result of great demand customers had to wait several months for the delivery of their car, with BMW selling more than 35,000 units in 1960, the BMW 700 thus accounting for some 58 per cent of the Company’s overall revenues.

Born for motorsport: the BMW 700 Coupé.
The sporting qualities of the BMW 700 Coupé came out quite clearly from the start, shortly after the beginning of production in July 1959: The first Coupés were to be admired on the track before the end of the year, for example in the Sahara-Lappland Rally. In 1960 BMW’s fast Coupés brought home both gold medals and titles, Hans Stuck clinching the German Hill-Climbing Championship once again at the wheel of a BMW 700 at the age of 60.

This clearly created significant demand among many customers for an even more powerful engine, with the big day coming in summer 1961, when BMW proudly presented the BMW 700 Sport to the press at the Nürburgring Race Track.

With its compression ratio increased to 9:1, an even more dynamic camshaft and Solex twin-carburettors supplying the fuel, the two-cylinder boxer engine now developed 40 hp at 5,700 rpm.

This sporting package was rounded off by an optional sports gearbox and an even harder suspension featuring firmer dampers and an anti-roll torsion bar. The power unit, in turn, was sufficient for acceleration to 100 km/h in just under 20 seconds and a top speed of 135 km/h or 84 mph.

All the customer had to pay for this extra driving pleasure was DM 550,–

This “hot” version of the BMW 700 quickly became a legend in the early ’60s particularly in motorsport, and was lauded by fans as the “little fighter”. And indeed, at its time the car put up some exciting duels against competitors from both Steyr-Puch and Abarth.

Racing machine with a tubular spaceframe and an aluminium body:
the BMW 700 RS.
Moving on to works racing, BMW prepared two truly outstanding performers parallel to one another: the 700 GT in 1960 and, a year later, the BMW 700 S.
“When a new BMW sports car, the BMW 700 RS enters the Rossfeld Hillclimb Race on 18 June 1961, this will be in a quest to test the driving qualities of the BMW 700 at higher speeds and under more dynamic conditions,” said the announcement.

The fact that this was indeed no more than a test is obvious, considering that the BMW 700 RS, in making its debut in the sports car category up to 1600-cc, was competing against the likes of the Porsche Spyder and the Porsche RSK, to mention only two formidable rivals.

BMW’s small racing machine boasted a tubular spaceframe and an aluminium body, with 70 hp coming from the side-shaft power unit and with the complete vehicle weighing less than 600 kg or 1,323 lb. Depending on the transmission ratio, this small but dynamic performer was able to reach a top speed between 150 and 200 km/h (93 and 124 mph) – enough for Walter Schneider to bring home the German Circuit Championship in 1961 at the wheel of a BMW 700 RS.

The dynamic BMW 700 remained seriously competitive and in most cases even superior for years to come, boasting various levels of tuning and engine power. And when BMW’s two-cylinder sports car finally reached the end of its career, Hubert Hahne, one of the big stars at the time in touring car racing, had brought home the majority of his wins in this outstanding performance model.

At the same time the BMW 700 had already become the ideal car for young drivers making their first appearance in racing at the time. A very good example is Hans-Joachim Stuck, who has great memories of this great car: “I was just nine years old when I accompanied my father to drivers’ courses held by Scuderia Hanseat at the Nürburgring race track. And there I was able to drive a BMW 700 myself, since it was a closed circuit reserved entirely for our racing activities.”

BMW quickly added further versions to the range, making the BMW 700 even more successful: Following the regular BMW 700, the Company introduced the BMW 700 De Luxe in February 1961, featuring the same technical equipment but with an even higher level of appointments. The most exclusive model in the BMW 700 range launched at the same time was the BMW 700 Convertible, the Baur Coachbuilding Company in Stuttgart designing and building this open-air version of the BMW 700, as they had already done so often in the history of BMW.

To provide all the qualities for driving in the open air, Baur reinforced the car’s load-bearing elements and re-designed the rear end. An uncomplicated, straightforward roof mechanism made open air motoring a genuine pleasure, particularly because the 700 Convertible came as standard with the more powerful engine otherwise featured in the BMW 700 Sport.

1962: new generation for greater comfort.
The most significant change came in spring 1962 when BMW, while retaining the car’s wheelbase, extended the body by no less than 32 cm or 12.6" in order to offer a significant increase in motoring comfort.

This new model was marketed as the BMW LS and the BMW LS De Luxe. As of autumn 1964 the Coupé also received this longer body, coming off the assembly line in its last year of production as the BMW LS Coupé.

In all, sales of the BMW 700 amounted to 190,000 units by the year 1965. And the car was a great success in many countries the world over, with BMW delivering assembly kits for the BMW 700 to assembly plants in countries otherwise imposing high taxes on completely built-up cars. Hence, the BMW 700 was assembled from kits in Belgium, Italy, Argentina and even – in small numbers – in Israel.

At the end of the day the BMW 700 more than fulfi lled its expectations, having given BMW new hope and taking the Company successfully through the crisis in 1959 and on to the fi nal breakthrough to profi table large-scale production.

Munich. The style has changed, but not the content: “Many German motorists see motoring not just as a comfortable and fast means of transport, but also as a sporting activity. These are people who, once they see an aerodynamic car body with a long and sleek engine compartment, as well as a speedometer extending all the way to 150 km/h, feel that strong yearning for wide open roads simply perfect for driving fast, for Alpine passes just begging to be conquered, and for ompetitors so easy to overtake.”

It was precisely with these words that BMW announced the Company’s first self-engineered roadster in 1934. And indeed, this concept with its six-cylinder power unit was destined to shape the future of the brand, extending all the way to the current BMW Z4.

The starting point for this development came at the Berlin Motor Show in May 1934. Here, together with the BMW 315 Saloon, BMW for the first time presented the prototype of a Sports Roadster with exceptionally attractive lines. Right behind the long and sleek engine compartment there were two sports seats tailored to the driver and front passenger protected by the low, raked windscreen and an mergency roof.

The rear end tapered out in an elegant sweep to the back of the car, adding a particular aerodynamic touch with excellent streamlining.

The radiator grille on this two-seater was inclined much further to the rear than on the Saloon, with mighty, sweeping front wheel arches extending on beneath the doors into the rear wheel arches. To reduce air drag to a minimum, the rear wheels were fully covered, while the body of the car itself rested on an electrically welded steel-pipe double frame with three crosswise box elements.

Front suspension was made up of the upper track spring, wishbones further down and hydraulic lever-type dampers. The rear wheels, in turn, were mounted on a live axle incorporating semi-elliptic springs and hydraulic lever-type dampers.

Small but hot: six-cylinder power unit displacing 1.2 litres.
Both the saloon and the sports car were powered by the same outstanding engine: a 1.5-litre straight-six developed out of the 1.2-litre originally featured in the former BMW 303. The crankcase and cylinder block of this outstanding engine were made of one single piece, the engine featured one camshaft beneath the block, with tappets operating the vertical hanging valves aligned in series via rocker arms. The intake and exhaust pipes, finally, were on the same side.

A feature quite unusual today is the different distances between the individual
cylinders, with the second and third and, respectively, the fourth and fifth cylinders being further apart, the space in between being used for the crankshaft and amshaft bearings.

The crankshaft without any counterweights therefore ran in four bearings, just like the camshaft.

This was however not the reason for this particular design and configuration, which was rather attributable to the assembly process at the time, with the crankshaft being completely pre-assembled together with the connecting rods and pistons. And since the pistons, as a result, had to be inserted from beneath, the main bearings for the crankshaft had to remain outside of the cylinders, not extending into their contour lines. As a result, the main bearings had to be accommodated between cylinders spaced out at a large distance.

While this power unit delivered maximum output of 34 hp on the saloon with its two carburettors, maximum output of the six-cylinder in the BMW 315/1 sports model was 40 hp. And the standard of efficiency offered was quite exceptional, BMW’s engineers proudly stating that “this beautiful and fast sports car consumes only 10–2 litres of fuel on 100 km, with oil consumption between 0.1 and 0.2 kg. So in terms of running costs, it is no more expensive than a small car far lower down in the market”.

With the public simply falling in love with the BMW 315/1, BMW decided to build the car in a small series – also because the Company wanted to make a more powerful entry into the prestigious world of motorsport. Starting in summer 1934, therefore, the very attractive BMW 315/1 was retailed at a substantial 5,200.– reichsmarks. The production model differed from the prototype primarily through the modified arrangement of the headlights and side ventilation grids taking the place of the bent openings originally featured on the first model.

Outstanding success in motorsport.
Reaching a top speed of 120 km/h or 75 mph, the BMW 315/1 Roadster was one of the really serious contenders in the sports car market at its time. Indeed, BMW’s story of success on the race track quickly took on even greater significance with this new model, the BMW 315/1 achieving its first significant success in the International 1934 Alpine Rally.

The starter grid for this rally in Nice was made up of 127 truly outstanding cars looking at daily race sections of 500–600 kilometres to be covered at a minimum speed. On the fourth day there was an additional speed test at Stilfser Joch.

After covering precisely 2,867 kilometres or 1,778 miles, 96 of the 127 cars which had originally entered the race reached the finish line in Munich – 66 thereof without having lost one point. The five cars entered by the BMW Works Team were the only cars in their class to complete the International Alpine Trophy without one single penalty point, the BMW 315/1 Team Richard Brenner/Albert Kandl/Ernst v. Delius finishing first in their category.

Only 230 units of the BMW 315/1 were completed by mid-1935, many of them going to private drivers. One of them was Ralph Roese, a BMW works driver for many years, who built himself a BMW 315/1 Special. This was a complete re-build of the 315/1, the highly modified engine ultimately developing no less than 136 hp in a brand-new race car body weighing just 380 kg or 838 lb.

Given qualities of this kind, it is no surprise that this racing car finished first in its very first race at Nürburgring in 1936, a staggering 17 kilometres ahead of the competition. Understandably, this special model remained a great success over the years until finally winning the German Road Racing Championship in 1939.

Achieving this kind of success, both the drivers and the Company soon started
looking for more: a car in the prestigious category up to two litres. And so it is no surprise that another, even more powerful version of the BMW Roadster – the 319/1 – entered the market in late 1934. Identical in its looks to the BMW 315/1 with the exception of the air vent on the engine compartment, the BMW 319/1 was powered by a 1.9-litre tuned to 55 hp and benefiting both from larger displacement and three larger downdraught carburettors.

Obviously, an engine like this was easily able to cope with a two-seater weighing just 780 kg, accelerating the roadster in standard trim to a top speed of pproximately 135 km/h or 84 mph. At the same time this was of course a truly exclusive car due to its retail price of 5,800 reichsmarks. Production from 1934–1936 therefore amounted to just 178 units, with the BMW 319/1 again bringing home outstanding success in motorsport.

The climax of the pre-war era: the BMW 328 Roadster.
In the mid-30s, production roadsters and competition cars were still very similar in technical terms – and motorsport was still the ideal place to prove the performance and reliability of a production car. But to keep up with the competition, BMW soon had to build cars with more power and muscle. So BMW’s engineers looked for ways and means to significantly increase engine output without increasing engine size. And they found the solution – the M328, the engine powering the legendary BMW 328 sports car in 1936.

Right from the start in its debut at Nürburgring on 14 June 1936, BMW’s new
roadster literally pulverised even the most powerful supercharged competitors. This outstanding success was attributable to the well-balanced combination of superior engine power and cutting-edge suspension technology characteristic of BMW roadsters to this day: 80 hp in the regular version and low weight of just 830 kg or 1,830 lb gave this elegant roadster superior performance still impressive today.

With the BMW 328 Roadster initially being restricted to motorsport as of mid-1936, production of the series model started in spring 1937. And so this high-performance sports car was driven not only by BMW’s works drivers, but also by private customers since, over and above racing, it was very well suited for everyday use. And with its top speed of 155 km/h or 96 mph, this was indeed one of the fastest cars on the road back then.

But again, the BMW 328 Roadster remained a very rare bird, with only 464 units
of this classic roadster being built up to 1940.

Comfort and elegance for all times: the BMW 507.
While the 328 paved the way for BMW’s sporting activities, the Company’s next two-seater sports car set new standards in design and elegance as of the mid-50s: the BMW 507.

When making its debut in New York in 1955 the 507 left both journalists and the public absolutely spellbound. The long and sleek engine compartment, the cockpit perfectly tailored to the driver and passenger, the short and muscular rear end, stretched side lines and gently sweeping curves gave the car absolutely beautiful, timeless design.

At the same time the 507 came with a brand-new, but nevertheless clear and
impressive BMW face: The double kidney grille was now vertical instead of
horizontal, sweeping elegantly between the headlights across the entire front end of the car. And the 507 also had a lot to offer within the engine compartment, boasting an aluminium V8 acknowledged to this day as the first light-alloy V8 in the world built in series production.

Finished in brilliant red, the sales brochure proudly presenting BMW’s new eight-cylinder sports car promised truly outstanding performance: 150 hp from 3.2 litres and top speed of 220 km/h or 136 mph. And as an option BMW somewhat later also offered an upgraded version, delivering approximately 165 hp maximum output.

This truly exclusive car went to exactly 251 proud owners between 1956 and 1959. And not all of them wanted to enjoy this beauty merely as a café cruiser,
racing driver and the “King of Hill-Climbing” Hans Stuck using a modified 507 in mountain races in Europe and winning a number of events in his eight-cylinder roadster.

A spearhead in technology built for the road: the BMW Z1.
With the roadster coming under increasing criticism in the ’60s and ’70s in terms of both safety and comfort, it took 29 years before the next roadster bearing the white-and-blue logo entered the market. This was the BMW Z1 launched – ahead of its time in technical terms – in 1988.

The body of the Z1 was a steel monocoque made of pressed and welded metal
panels and with its plastic floor bonded into place. The entire outer skin was made up of plastic elements and panels likewise bolted on to the car, with the doors retracting on request into the high side-sills even while driving.

The 170-horsepower 2.5-litre straight-six power unit and most of the car’s axle
components came from the 3 Series. With the engine being fi tted behind the front axle, the BMW Z1 was a front mid-engined car, to use the technical term.

Acceleration from a standstill to 100 km/h came in less than eight seconds and the car’s top speed was 225 km/h or 140 mph.

Through its extremely harmonious combination of materials and technologies, the BMW Z1, weighing just 1,250 kg or 2,756 lb, was a truly dynamic roadster still thrilling today in terms of stiffness, its low centre of gravity, and stability in bends. The first units of the car built largely by hand were delivered to customers as of January 1989, the base price of DM 80,000.– ensuring lasting exclusivity. Production of the BMW Z1 finally ended in June 1991, after a production run of exactly 8,000 units.

Sheer driving pleasure in large numbers: the BMW Z3.
The BMW Z1 was the breakthrough. More and more enthusiasts now showed
growing interest in an open BMW two-seater – and in response BMW launched
a roadster in 1995 built in large numbers for customers the world over. Very soon this compact performer became the epitome of BMW’s classic virtues, offering well-balanced technology within a truly attractive body and with a clear focus on driving pleasure.

The BMW Z3 entered the market with a choice of two engines. Featuring a 1.8-litre four-cylinder two-valve power unit developing maximum output of 115 hp, the “regular” model accelerated to 100 km/h in 10.5 seconds and reached a top speed of 194 km/h or 120 mph. The other option was a four-valve 1.9-litre four-cylinder delivering maximum output of 140 hp for acceleration to 100 km/h in 9.5 seconds and a top speed of 205 km/h or 127 mph.

With the Z3 proving to be a huge success, BMW was able in the course of time to offer a whole range of different engines meeting all kinds of different demands. Ultimately, therefore, the portfolio extended from the original 1.8-litre four-cylinder all the way to the 3.2-litre six-cylinder high-performance power unit carried over from the BMW M3, delivering up to 325 hp in the M Roadster and giving BMW’s compact sports car truly outstanding performance on the road.

A fascinating milestone in automotive technology: the BMW Z8.
Entering the new millennium, BMW proudly presented a very special new model: the BMW Z8. With its sleek proportions, classic lines and soft folding roof, the Z8 was truly one of the most outstanding cars of its time through its looks alone. Measuring 4.40 metres or 173.2" in length, 1.83 metres or 72.0" in width, and 1.31 metres or 51.6" in height, this was indeed a modern interpretation of the former BMW 507.

Like its classic role model, BMW’s new roadster offered the very best technology available at the time in automobile production. Within the outer skin bolted on to the car, a monocoque aluminium frame, that is spaceframe technology, provided the load-bearing structure and gave the driver and passenger an extremely direct feeling of the road and the driving experience.

Within its engine compartment the BMW Z8 featured a high-performance five-litre V8 sports engine delivering no less than 400 hp. Combined with a manual six-speed gearbox, this supreme engine enabled the driver to enjoy the utmost in performance at all times and under all conditions. Indeed, this superiority translated into equally clear facts and figures, the ambitious driver being able to lap the 20-km Nord-schleife of Nürburgring in the Z8 in a remarkable 8:15 minutes.

An unmistakable athlete to this day: the BMW Z4.
The latest member of the BMW roadster family is the BMW Z4 presented for the first time at the Paris Motor Show in September 2002. From the start, this open two-seater not only marked a further highlight in BMW design language, but also set new standards in its class. The exciting design of the car was determined by the highly attractive interplay of convex and concave surfaces, hard edges and smooth, sweeping curves.

Available from the start with a choice of two high-torque straight-six power units, the Z4 – either in the guise of the 231-hp Z4 3.0i or as the 192-hp Z4 2.5i – guaranteed roadster motoring at its best.

The outstanding agility of the BMW Z4 is ensured by the car’s wide track, an
extremely low centre of gravity, optimum 50:50 axle load distribution, and the very precise electric power steering. Fading-free high-performance brakes, runflat tyres featured as standard, and Dynamic Stability Control (DSC III) with an add-on traction mode finally, guaranteed supreme driving safety under all conditions.

Style and performance: the new BMW Z4.
The modern interpretation of the classic roadster launched in spring 2009, the new BMW Z4, combines more power with more style than ever before. Indeed, this is the only car in its segment to combine classic roadster proportions with the seating position moved far back close to the rear axle, rear-wheel drive and a fully automatic retractable hardtop.

The new BMW Z4 offers all the driving pleasure of a BMW roadster in particularly refined style. Driving with the roof down, this outstanding two-seater provides a refreshing experience of the sun shining in and the wind rushing by, with the hardtop closed it ensures the same level of all-round comfort as a sporting coupé in the premium segment. So through its wide range of diverse qualities alone, the new BMW Z4 is indeed the re-birth of the roadster.

Here again, it is certainly appropriate to quote the “BMW Blätter”, the original BMW Leaflets in their description of the BMW 315/1 back in 1934: “In a nutshell you can describe BMW’s new sports car as the fast, beautiful and reliable car bound to give the ambitious sports driver one exhilarating experience after the other, at the same time combining all the advantages of an economical touring car.”

1959 – 2009. Fifty Years of MINI.

Contents.
1. Younger than Ever.
The MINI Model Family Over the Years. 2
2. Looking Back, Looking Ahead.
MINI 50 Mayfair and MINI 50 Camden. 10
3. From the Racing Track Straight to the Road.
John Cooper Works and the MINI Success Story in Motorsport. 17
4. MINI All the Way – Always Different.
Customised to Your Personal Taste. 25
5. Traditional Values and Modern Diversity.
Concept and Technology. 32
6. From the Original to the Original.
MINI Design and Concept Cars. 45
7. The Revolutionary with the Drawing Pad.
Sir Alec Issigonis, the Father of the Classic Mini. 55
8. Made in England – Then and Now.
MINI Production between Past and Future. 59
9. Individualists Unite!
MINI United – Meeting Place of the Worldwide MINI Community. 63
10. The Car for All Classes,with the Qualities of a Star.
MINI as a Member of Society. 67
11. Small Car, Great Show.
MINI Marketing. 71
12. Inspiring Character.
MINI Lifestyle and Special Editions. 76
13. A Question of Style.
The MINI Collection. 79

1. Younger than Ever. The MINI Model Family
Over the Years.
The concept was always unique – and to this day the MINI remains unique in all its features, qualities, and characteristics: It was fifty 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 fifty years ago has once again proven its full value: a superior concept is always convincing in many different variants and renditions. Both the MINI as well as the MINI Clubman and MINI Convertible 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, fifty 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 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. So here, too, 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 some 164,000 units of this truly outstanding model with its hydraulically operated soft roof came off the production lines in 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 second generation of the MINI.
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 in many areas.

Further enhanced in an evolutionary design process and thoroughly renewed in technical terms, the second generation of the 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 giving even greater emphasis in particular to 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 management.

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: With its wheelbase 8 cm or 3.15" longer, the MINI Clubman offers the driver and passengers many new ways and opportunities to enjoy the driving pleasure so typical of the brand. Indeed, through its versatility the MINI Clubman successfully re-interprets the traditional shooting brake concept confirming both the car’s sportiness and function through the stretched and sleek roofline and the steep panel at the back.

Compared directly with the MINI, the MINI Clubman is 24 centimetres or 9.45" longer overall, with its longer wheelbase serving completely to provide extra legroom at the rear.

On the MINI Clubman the driver’s and passenger’s doors are supplemented by an additional entry on the right-hand side of the car as well as the two wings of the Splitdoor at the rear hinged on the outside. Thanks to the additional door on the right-hand side of the car, the Clubdoor opening against the direction of travel, the MINI Clubman offers also the rear-seat passengers comfortable access to the rear seat bench. The two-piece Splitdoor, in turn, takes up an authentic detail from the car’s classic predecessors – the Morris Mini-Traveller and the Austin Mini Countryman – back in the 1960s. And last but not least, the generous luggage space in the MINI Clubman (varying in capacity from 260–930 litres or 9.1–32.6 cubic feet) may be enlarged in a flexible process, with very easy and convenient loading and unloading through the rear doors.

The latest addition to the model range is the second-generation MINI Convertible. With its even more sporting design, active and passive safety optimised in every respect, a wider range of functions and the latest generation of power units, this unique Convertible, the only premium car of its kind in the MINI segment, once again moves up the benchmark for supreme driving pleasure.

The new MINI Convertible stands out clearly through its everyday driving qualities and, at the same time, simply begs the driver and passengers to enjoy the thrill of open-air motoring wherever they go. The soft roof opens and closes electrohydraulically within 15 seconds, even at speeds of up to 30 km/h. The unique sliding roof function on the new MINI Convertible, in turn, is activated by an electric motor, the front end of the soft top moving back by up to 40 centimetres or almost 16".

Improved all-round visibility with the roof closed results, first, from the slightly larger side windows at the rear and, second, from the newly conceived, fully retracting rollbar. This single-piece rollbar moving up instantaneously whenever required normally remains slightly below the headrests at the rear, not in any way obstructing the visibility of the driver looking back. At the same time the single-piece rollbar provides sufficient space for integrating a large through-loading between the luggage compartment and the passenger compartment, again giving the new MINI Convertible additional variability and increasing the car’s loading capacity to a maximum of 660 litres or 23.1 cu ft.

The current range of engines is more versatile than ever before: The MINI is now available with a choice of no less than four gasoline and one diesel engine, while the MINI Clubman comes with three gasoline and one diesel power unit, the MINI Convertible currently with two gasoline engines.

For the first time there are also three unique models from John Cooper Works, the MINI John Cooper Works, the MINI John Cooper Works Clubman, and the MINI John Cooper Works Convertible, as truly outstanding athletes in their range, offering a particularly intense experience of MINI power and performance through their 155 kW/211 hp four-cylinder engine derived from motorsport.

All of these three truly outstanding athletes are fully-fledged members of the MINI production range and are built at MINI Plant Oxford alongside the other variants of the MINI. So they are required to meet the extreme demands of the race track as well as the wide range of challenges in everyday traffic in each and every detail.
Offering qualities of this kind, MINI underlines the commitment to premium which has always applied to John Cooper Works and their outstanding cars. Integrated development processes ensure product qualities tailored perfectly to the MINI, while the strictest quality requirements following the demanding standards of the BMW Group guarantee absolute reliability, quality of finish, and authenticity in design.

2. Looking Back, Looking Ahead. MINI 50 Mayfair and MINI 50 Camden.
The worldwide MINI Community is celebrating the 50th birthday of the brand on the occasion of the MINI United Festival at the legendary British race track in Silverstone from 22–24 May 2009.

Two special models also on the starter grid in Silverstone are the MINI 50 Mayfair and the MINI 50 Camden, two cars which will most certainly convey the great spirit at the anniversary party into lasting driving pleasure on the road. For through their characteristic design and exclusive features alone, these two models live out both the great tradition and the visionary power of the MINI brand.

Both the MINI 50 Mayfair and the MINI 50 Camden are available with two petrol engines and one diesel. They will be launched into the market in September 2009, production of the MINI 50 Mayfair and the MINI 50 Camden starting exactly fifty years after the official presentation of the classic Mini and being limited to just one year.

The modern drivetrain and suspension technology featured by the MINI also gives these two anniversary models truly fascinating agility in combination with exemplary fuel economy and emission management. Particularly the 128 kW/175 hp four-cylinder with its twin-scroll turbocharger and direct gasoline injection powering the MINI Cooper S 50 Mayfair and the MINI Cooper S 50 Camden offers truly outstanding performance on the road. And all this comes with combined cycle fuel consumption to the EU standard of just 6.2 litres/100 km (equal to 45.6 mpg imp) and a CO2 rating of just 149 grams per kilometre.

Featuring fully variable valve control and offering engine output of 88 kW/120 hp, the power unit of the MINI Cooper 50 Mayfair and the MINI Cooper 50 Camden likewise has everything it takes for truly sporting performance. Average fuel consumption of just 5.4 litres/100 km or 52.3 mpg imp in the EU test cycle, in turn, as well as a CO2 rating of 129 grams per kilometre, set new standards in terms of efficient motoring pleasure.

Last but certainly not least, the 80 kW/110 hp four-cylinder diesel in the MINI Cooper D 50 Mayfair and the MINI Cooper D 50 Camden combines supreme economy with impressive torque and pulling power. And here average fuel consumption in the EU test cycle of 3.9 litres/100 km, equal to 72.4 mpg imp, and a CO2 rating of 104 grams per kilometre, mark unparalleled records in the premium segment.
The MINI anniversary: looking back and looking forward.

For the first time since its market launch in 2006, the latest generation of the MINI offers the opportunity in the car’s anniversary year to enjoy supreme driving pleasure in particularly exclusive style. Hence, the MINI 50 Mayfair and the MINI 50 Camden follow the principle already applied by the classic Mini to accentuate individual highlights in the character of this highly successful performer from Great Britain. The anniversary of the brand therefore offers an ideal opportunity to look back at the fascinating tradition of the car and to look forward at the unique future and outlook of the MINI.

Both of these perspectives are expressed by the names of the new models. As in the past, the two anniversary models are named after boroughs of London also very popular and well-known far away from the British capital. Mayfair is lauded the world over for its exclusivity growing so significantly over the years and decades, while Camden is the home of a trendy and culturally versatile urban lifestyle.

Setting their respective standards, both models represent those values so typical of MINI that have grown over five decades as well as the car’s potential for ongoing development.

Characteristic design, exclusive features.
Both in their design and their features the MINI 50 Mayfair and the MINI 50 Camden stand out clearly from the current, “regular” production models. Numerous features helping to make these two cars truly unmistakable are indeed reserved to these individual anniversary models, making each version truly unique in its own right. Special body paintwork, light-alloy rims tailored to the car, special materials and surfaces within the interior as well as a range of colours tailored specifically to the MINI 50 Mayfair and, respectively, the MINI 50 Camden underline the exclusivity of these special models available only for a limited period.

The jubilee placard proudly surrounded by chrome trim on the radiator grille provides clear testimony to the tradition of the brand now going back fifty years, bearing the number “50” in typical MINI design and boasting the colours of the Union Jack – red, white, and blue.

In addition to the wide range of regular features already provided on the respective engine variant, each MINI 50 Mayfair and each MINI 50 Camden comes not only with sophisticated paintwork, seat upholstery and trim, but also with a wide range of other comfort features. Apart from air conditioning, seats adjustable for height and with electric heating, the Lights Package as well as the on-board computer, these features include the Storage Package, additional storage options, a 12 V power socket in the luggage compartment and angle adjustment on the rear-seat backrests.

MINI 50 Mayfair: noblesse oblige – dedicated to extravagant style.
Back in 1982 the classic Mini already came as a special Mayfair model combining supreme comfort and an extravagant look. Today the new MINI 50 Mayfair interprets this style of sophisticated understatement in a new, modern way. High-quality materials, stylish details and a colour scheme offering classic elements throughout determine both the outer and the inner looks of this very special car.
For the first time and only on this anniversary model the body of a MINI Hatch is finished in the special Hot Chocolate metallic paintwork colour so far available exclusively on the MINI Clubman and the MINI Convertible, combined with a white roof. On request the body is also available in Pepper White or Midnight Black paintwork as an alternative to this highly attractive brown colour.

The MINI 50 Mayfair comes on 17-inch, white-painted 12-spoke light-alloy wheels in Infinity Stream Spoke Design exclusive to this particular model. In their design, the wheels follow the classic multi-spoke look, with the spokes themselves being slightly concave to give the car a truly powerful appearance. The white paintwork on the wheels, finally, interacts with the white contrasting colour of the roof.
Yet another new feature is the engine compartment lid with almost three-dimensional stripes in light-brown Toffy metallic and white pinstripes at the edges. Additional headlights on the radiator grille, mirror caps with paintwork changing from brown to black on the way up, and a discreet “Mayfair” logo on the direction indicators at the side round off the exterior design of this anniversary model.
The combination of Toffy paintwork with white highlights is also to be admired within the interior of the MINI 50 Mayfair again absolutely exclusive in its character. The seats demonstrate their unique style through their finish in Lounge leather complete with piping round the edges, Toffy colour, and additional white piping.
A further highly attractive effect is provided by double-cap seams on the seats finished in the same, modern and technically appealing turquoise-green colour as the frame around the “Mayfair” logo to be admired not only next to the direction indicators at the side, but also on discreet seat trim adorning the inner surfaces of the front-seat backrests.

The gearshift lever knob on the manual gearbox likewise comes with turquoise-green double-cap seams providing a visual link to the seats.

As yet a further highlight, the Carbon Black interior colour is combined with special trim on the dashboard finished in brownish black to reflect the colour of the mirror caps. The trim bar finished in Toffy at the bottom becomes black as it moves further up, providing a perfect transition to the dashboard likewise finished in black.
The Colour Line at the bottom of the instrument panel and the armrests on the door linings as well as the gearshift lever knob are likewise finished in Toffy, while the trim panels on the doors are in Piano Black.

All this is further embellished by a Toffy Brown inlay in the lower half of the steering wheel rim, footmats with white piping, the Chrome Package also available on other MINI models, as well as door entry trim proudly bearing the “MINI 50” model designation and the “Mayfair” logo.

MINI 50 Camden: dynamic and progressive all in one.
With its dominating colours Silver, White and Black, the MINI 50 Camden even at very first sight highlights its technical clarity and sporting character. Body paint in White Silver metallic is combined with a white roof, and the MINI 50 Camden is also available in Midnight Black metallic or Horizon Blue metallic.

The 17-inch light-alloy rims likewise exclusive to this model stand out in particular through the contrast between their silver inner surfaces and the matt, polished contour lines around the rim hump and on the outer edges of the spokes, thus characterising the futuristic impression of this likewise very special model.

With its lines extending towards the A-pillars, the sporting, almost three-dimensional silver stripe trim on the side shoulders of the engine compartment lid accentuate the sporting and dynamic character of the MINI 50 Camden.

Like on the MINI 50 Mayfair, the mirror caps come in twin-tone stripes extending upwards on the MINI 50 Camden merging from silver into pure white. In combination with the xenon headlights featured as standard on the MINI Cooper S 50 Camden, the headlights themselves boast black-tinted lenses as a particularly progressive highlight forming a clear contrast to the rest of the exterior in its brighter colour.
The side indicator frames house the Union Jack in black-and-white and the “Camden” model designation forming the logo of this special anniversary model also to be admired, together with the designation “MINI 50”, on the door entry trim.
The interior of the MINI 50 Camden comes in an equally contrasting colour scheme combining the Carbon Black interior colour with special trim on the instrument panel interchanging from white to silver, like the caps on the exterior mirrors.

The trim panels on the doors, in turn, come in Fluid Silver, while the sports seats in cloth/Ray leather boast leather surfaces, just like the bottom edge of the instrument panel and the armrests in the door linings, finished in Tech White.

The black centre strips on the doors, in turn, come in a discreet pattern with interrupted white stripes, while the seat panels on the inner half of the backrests bear the “Camden” logo.

Twin-tone double-cap seams – black on the outside, turquoise-green on the inside – visually combine the leather and cloth surfaces on the seats. Green and white seams also provide additional colour highlights on the black gaiters around the handbrake and gearshift levers, and on the gearshift lever knob.

The rim on the leather steering wheel is highlighted additionally by a white seam, while turquoise-green colour highlights as well as design lines on the mirror caps and the trim surfaces to be admired on both the MINI 50 Mayfair and the MINI 50 Camden come as a common feature shared by both anniversary models.

Highly exclusive but featured as standard: HiFi system and Mission Control.
In addition to the particularly wide range of standard features on the two anniversary models, the MINI 50 Camden also features a top-end audio system. This new HiFi system from car audio specialist Harman Kardon sets standards for enjoying music in a MINI. The high-performance digital amplifier, for example, just like the loudspeaker units, is perfectly tailored to the MINI.

An optional feature is a USB port for connecting external audio sources and a special interface for an Apple iPod. And last but not least, the customer also has the choice of an interface for integrated control of the car’s audio and telephone functions on the latest Smartphones such as the Apple iPhone.

The market launch of the new MINI 50 Camden also marks the debut of a new generation of in-car entertainment systems. Referred to as “Mission Control”, this entertainment system processes and evaluates a wide range of vehicle, driving and ambient signals, providing the driver with relevant information and instructions in that unique style so typical of MINI.

Mission Control underlines the status of the MINI as a genuine personality in the world of motoring and intensifies the driver’s feeling and impression of interacting directly with the car, the signals coming from the car itself being used to generate new, situation-based dialogues time and again.

These dialogues are based, among other things, on information regarding safety and comfort settings, requesting the driver and passengers, say, to buckle up their seat belts and use the air conditioning, and incorporate current information on driving conditions such as the current status of the vehicle, with the focus on criteria such as outside temperatures or the level of fuel in the tank.

In addition to the entertainment aspect, the system offers a functional aspect supporting the driver over and above existing functions in properly interpreting all kinds of information and using data for appropriate action.

Mission Control in the MINI 50 Camden is the first step into a brand-new world of interactive in-car entertainment, offering a driving experience never seen before.
MINI 50 Mayfair and MINI 50 Camden: ambassadors for the character of the brand.
Fifty years of MINI – this great anniversary offers the opportunity, looking back and into the future, to highlight some significant highlights of the brand and its character.

The origin of the brand in Great Britain and the style of MINI both timeless and unmistakable are just as significant in this context as the sophisticated, future-oriented technology and sporting potential of this small premium car. Both the MINI 50 Mayfair and the MINI 50 Camden highlight precisely these qualities through their design and equipment concepts precisely tailored in a specific direction.

The harmonious configuration of the two anniversary models also provides ample room for customisation. Following the usual MINI standard, each MINI 50 Mayfair and each MINI 50 Camden is built exactly to the customer’s order. Additional options for personal comfort are provided, for example, by the MINI navigation system, automatic air conditioning, the Vision Package made up of a heated windscreen, a rain sensor, the interior mirrors with an automatic anti-dazzle function and automatic headlight control, as well as Comfort Access. Further options are foglamps, Park Distance Control, and a glass sliding/vent roof.

Six-speed automatic transmission together with shift paddles on the steering wheel are available as an alternative to the six-speed manual gearbox featured as standard. The optional Sports Button varying the control maps of the gas pedal and the steering as well as, where fitted, the shift times of the automatic transmission, ensures further enhancement of driving pleasure in both the MINI 50 Mayfair and the MINI 50 Camden.

3. From the Racing Track Straight to the Road. John Cooper Works and
the MINI Success Story in Motorsport.
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, three special versions of the MINI now also bear the brand logo so symbolic of outstanding performance: the MINI John Cooper Works, the MINI John Cooper Works Clubman, and the MINI John Cooper Works Convertible.

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 motorsport 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.

Motorsport meets lifestyle: the MINI CHALLENGE.
In the meantime MINI has become a regular sight on the race track, the MINI CHALLENGE held for the first time in 2004 becoming one of the most successful and popular clubsport series in the world.

This year the series will be held in four countries (Spain, Australia, New Zealand, and Germany), making it more international than ever before.

Boasting a line-up of no less than 39 registered cars, the German MINI CHALLENGE 2009 already shows record participation, just as the number of races for the Championship is greater than ever before, with no less than 16 races on eight racing weekends.

As usual, these races will be held on the occasion of most outstanding motorsport events in Germany and neighbouring countries. As an example, the MINI CHALLENGE 2009 will be making a strong appearance on the occasion of Formula 1 events (GP of Germany, Nürburgring) and in the WTCC World Touring Car Championship (Oschersleben).

A very special highlight of the season will be taking place in Great Britain, the German MINI CHALLENGE 2009 moving to the home country of the MINI brand exactly in time for MINI’s 50th birthday, where the race will be the sporting highlight of the MINI United Festival on the legendary Silverstone Circuit.

The MINI CHALLENGE owes its exceptional popularity to a truly innovative concept: motorsport meets lifestyle – a mixture very appealing to both drivers and fans alike.
The list of drivers also contributes to the popularity of the event, with old hands and rookies from motorsport taking on celebrities from show business and many other disciplines of sport.

The sporting symbol of the MINI CHALLENGE is equal chances, with all drivers entering the races in cars identical in technical terms. Through the superior handling of the MINI and the high standard of safety equipment in the racing models, the MINI CHALLENGE is of particular interest to racing beginners and ambitious amateur drivers.

Ready to race: the MINI John Cooper Works CHALLENGE.
The official, one and only racing car entered in the MINI CHALLENGE is the MINI John Cooper Works CHALLENGE based on the series version of the MINI Cooper S and set up by MINI’s racing engineers for the outstanding demands of professional motorsport.

Having been raced since 2008, the MINI John Cooper Works CHALLENGE has already thrilled drivers everywhere. For apart from the “go-kart feeling” so typical of the MINI, the car offers a most intense driving experience at the high level of genuine motorsport. And as a further asset, not only drivers participating in the MINI CHALLENGE are able to enjoy this outstanding racing car, but also other, ambitious motorsport enthusiasts who naturally have the option to buy the MINI John Cooper Works CHALLENGE too.

Special power treatment makes the already very dynamic and muscular regular engine of the MINI Cooper S a genuine high-performance athlete ready for racing in the MINI John Cooper Works CHALLENGE. The power unit within the engine compartment is a 1.6-litre four-cylinder equipped with a twin-scroll turbocharger and direct gasoline injection. Maximum output is 155 kW/211 hp at an engine speed of 6,000 rpm.

To provide this kind of ideal racing performance, the characteristics of the engine have been additionally optimised, with maximum torque of 260 Newton-metres or 192 lb-ft maintained consistently between 1,850 and 5,700 rpm. Overboost increases this muscle even further to 280 Newton-metres or 206 lb-ft in the range from 2,000–5,000 rpm. And since the turbocharger develops its superior effect at just 1,400 rpm, the driver need not fear that usual turbo “gap”.
Top-flight performance.

Every horsepower in the MINI John Cooper Works CHALLENGE has to cope with a power-to-weight ratio of only 5.09 kg or 11.2 lb – a figure which places the MINI John Cooper Works CHALLENGE close to the most thoroughbred and dynamic sports cars. Performance on the road is correspondingly impressive, the MINI John Cooper Works CHALLENGE accelerating from a standstill to 100 km/h in just 6.1 seconds. By contrast, the car takes just 3.1 seconds or 31 metres (102 ft) to return to a standstill from this kind of speed.

Top speed, finally, is 240 km/h or 149 mph.
Yet a further forte is the very high speed the car is able to reach in bends, the limited-slip differential making it much easier for the driver to remain on the ideal line also when coming out of a bend at high speeds, to accelerate without the slightest interruption, and therefore to “swing round” all of that speed in accelerating on to the next straight.

The MINI John Cooper Works CHALLENGE gives the driver the assurance even under extremely demanding conditions that he is driving safely and smoothly on the track at all times. This is made possible by the suspension equipped with adjustable shock absorbers specially conceived for motorsport.

With these shocks, ground clearance, damper pressure (inbound and rebound) and suspension response may be adjusted to the demands and requirements of various race tracks, power being fed to the front wheels through the usual six-speed manual gearbox.

The MINI John Cooper Works CHALLENGE comes on 17-inch lightweight rims in MINI CHALLENGE design and with specially developed racing tyres. Minimum starter weight (car and driver) is 1,170 kg or 2,580 lb.

One of the important factors contributing to the superior handling of the MINI John Cooper Works CHALLENGE is the John Cooper Works Aerodynamics Package comprising a special racing-type front spoiler, a rear diffuser, and an adjustable rear wing. Combined with one another, these components not only eliminate lift forces, but even generate growing downforce as the car becomes faster. These aerodynamic improvements are indeed conceived in such a way that downforce between the front and rear axle is perfectly balanced.

Unique safety concept – typical of the MINI CHALLENGE.
Combining motorsport and safety has always been one of the primary commitments in the MINI CHALLENGE. This explains why the standard of safety offered in the events is particularly high, the racing cars featuring a safety cage welded firmly to the body.

Over and above the sports bucket seat combined with a six-point seat belt, standard equipment also includes the HANS (Head And Neck Support) system well-known in Formula 1 and now carried over for the first time to a clubsport car, with its highly effective protection of the driver’s neck area. Another example is the ABS anti-lock brake system remaining fully functional through its set-up perfectly adapted to racing requirements.

The MINI John Cooper Works CHALLENGE also guarantees fast action and superior safety in pitstops, for example in qualifying. Each racing car comes with its own integrated hoist mechanism made up of four pneumatic stands moving out of the bottom of the vehicle under compressed air to lift up the entire car instantaneously. Clearly, this enables the driver and his team to change tyres virtually within a matter of seconds.

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 tuning kit for the MINI Cooper S is made up of a sports air filter, a sports silencer and modified engine electronic management, even minor expenditure serving to increase power to 141 kW/192 hp and give the car particular signs of distinction in both its looks and sound.

Clearly, the three extremely sporting versions of the MINI live out all the performance-oriented character of the brand. Following the MINI John Cooper Works and the MINI John Cooper Works Clubman, the MINI John Cooper Works Convertible will also be entering the market in this anniversary year.

The most important feature shared by these three outstanding models is their drivetrain and suspension technology carried over from the racing version of the MINI CHALLENGE. Over and above the 155 kW/211 hp power unit, this gives the three road-going models a wide range of other components serving to convey the supreme power of the engine smoothly, safely and with full agility to the road.

Apart from the 17-inch light-alloy rims likewise derived from the racing version in the MINI CHALLENGE as well as appropriately large and powerful disc brakes on all four wheels, DSC Dynamic Stability Control including DTC Dynamic Traction Control and an electronically controlled locking function on the front axle differential all come as standard.

4. MINI All the Way – Always Different. Customised 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 both the MINI as well as the MINI Clubman and the MINI Convertible 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. 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 MNIs will leave Plant Oxford 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 on the MINI 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 MINI, the MINI Clubman or the MINI Convertible into his or her very personal one-off masterpiece. On the MINI alone, this means some 300 variants in designing the outside of the car plus more than 370 combinations in the interior.

In the 2009 model year the range comes with no less than five different engines for the MINI, four on the MINI Clubman and two on the MINI Convertible. Then there are the three top performers, the MINI John Cooper Works, the MINI John Cooper Works Clubman, and the MINI John Cooper Works Convertible.

Depending on the model, different paintwork options, roof trim and light alloy wheels are of course also available, in some cases reserved exclusively for the respective model variant. The MINI Cooper, for example, comes with no less than 11 paintwork options as well as eight different wheels available straight from the factory. And even that is not everything, with bonnet stripes in black or white as well as black, white or chrome-plated exterior mirror caps, white direction indicators and Chrome Line on the exterior offering additional variations and an even wider range of choice.

All this is supplemented by accessories such as exterior mirror caps, side direction indicator surrounds, wheel valve caps and door handles in Union Jack or Checkered Flag design, the tank cap in chrome, sport stripes, bonnet stripes and special MINI stickers on the doors. And last but not least, the line-up of light-alloy rims available on the MINI is expanded once again by a number of options in the range of accessories.

The colour of the roof has always been of particular significance on the MINI. Precisely this is why the MINI Convertible, for example, comes with a choice of three roof colours, while the MINI and MINI Clubman naturally offer an even larger range of diversity. Right from the start, as delivered by the plant, these two models offer the choice of harmony or contrasting colours in painting the body and the roof. On the MINI Cooper, for instance, the roof is also available in black or white as an alternative to the colour of the car. The MINI Clubman, in turn, again depending on the customer’s request, comes in the same colour all round or contrasting black or silver on the roof and the frame around the rear doors.

The customer may also choose from a wide range of special roof designs ranging from the Checkered Flag roof, the name “MINI” on the roof, the Union Jack or other national flags, all the way to a heliport look. Indeed, the customer may even design his or her very own, personal motif for the roof as the ultimate sign of individual distinction: Using an online roof configurator, the customer is able to put together his own personal design with a free choice of graphic elements, symbols and even photos.

A wide range of different seats, upholstery options, interior surfaces and trim bars enables the customer to personalise the interior of the car in terms of both equipment and looks. The options available straight from the factory include not only sports seats and a leather sports steering wheel, but also fabric/leather or all-leather seats in various versions and colour options.

The selection of interior colours, in turn, varies from one model to another, with Colour Line in different shades serving to refine the car’s interior ambience, highlighting the armrests on the front doors and at the rear, the lower section of the dashboard, and the seats.

The individual look of the car is rounded off, finally, by trim surfaces in sophisticated wood or cool metal. This trim finish is boasted on the centre section of the dashboard, the ellipsoid frame in the side panels, the door openers and, depending on the model and level of equipment, on seven, 14 or even 16 trim rings.
High-tech and premium quality: upmarket audio and navigation systems.

The range of special equipment available on the MINI, the MINI Clubman, and the MINI Convertible is just as unique as the wide choice of colours and materials. Ambience illumination within the interior included in the optional Lights Package sets a particular highlight, with discreet “waterfall lights” moving down from above and indirect illumination of the centre console, door boxes and door handle shells as well as the side panels at the rear giving the interior a truly unique atmosphere. Adjusting the toggle switch on the front roof frame, the driver or passenger may even vary the colour of the light, depending on their mood, from warm orange to sporting blue.

All models throughout the MINI range are furthermore available with sophisticated entertainment and navigation systems. The controls for the audio system and the 6.5-inch TFT colour display on the optional navigation system are all arranged within the Center Dial.

The audio system comes complete with a CD player. On cars equipped with a navigation unit, the CD player is housed above the removable control panel accommodating the drive unit for the navigation DVD. And to choose the functions shown in the display, a joystick on the centre console offers maximum convenience.

A special interface for complete integration of an Apple iPod is available as an optional extra, allowing the user to choose music files via the controls for the audio system. As an option, a mobile phone preparation kit and, respectively, an integrated hands-free communication option in each case featuring a Bluetooth interface and USB port ensure optimum and safe communication while travelling. This allows convenient integration of a wide range of mobile phones, plus the connection of external audio units and USB media. And last but not least, an interface for integrated operation and control of the audio and telephone functions is also available specifically for the Apple iPhone.

Performance premium-style: John Cooper Works Accessories.
Performance components from John Cooper Works perfectly tailored to the particular character and style of the MINI proudly reveal half a century of glorious tradition in motorsport. The highlights in this wide range of accessories include the Aerodynamics Package and sports suspension with springs finished in red, cross-drilled brake discs, a support bar for the engine compartment, mirror caps in carbon and side direction indicator surrounds finished in a sporting grid structure. A perfect match within the interior is provided by trim bars, the handbrake lever and the sports gearshift lever in carbon trim raising the sporting look of the car to an even higher standard.

The new John Cooper Works instruments for the MINI and MINI Clubman are a particularly attractive addition to the range. These additional instruments reflecting the style of a genuine sports car cockpit come in specific MINI design merging perfectly with the interior of the car. Through their anthracite-coloured dials, they serve furthermore to accentuate the sporting character of the cockpit.
In this case the customer has the choice of three different analogue instruments, with a maximum of two integrated to the right and left of the rev counter, directly in the driver’s line of vision.

The coolant temperature gauge gives the driver clear information on the current running conditions of the engine, the relative torque display offers ongoing information on engine load.

On the MINI Cooper S, the MINI John Cooper Works, the MINI Cooper S Clubman, the MINI John Cooper Works Clubman, the MINI Cooper S Cabrio and the MINI John Cooper Works Cabrio the driver receives additional information when the Overboost function of the turbocharger cuts in. A lateral acceleration display is furthermore available for all MINI and MINI Clubman models equipped with DSC Dynamic Stability Control, providing clear information on centrifugal forces in bends and on winding roads.

Special options for the Convertible: from the rear rack all the way to the Always-Open Timer.
The new MINI Convertible also comes with special features and accessories quite unique in the car’s segment. Straight from the plant, for example, the new MINI Convertible is available with supports in the rear bumper serving to fit a bicycle rack available within the wide range of accessories. Made of aluminium, this bicycle rack accommodates up to two bicycles. Weighing approximately 14 kg or 31 lb, the rack folds back conveniently to the rear even when carrying two bicycles, allowing easy access to the tailgate for loading and unloading the luggage compartment.
The optional air conditioning available on the open-air MINI comes with a special Convertible Mode automatically activated once the roof of the car is opened. In this mode the desired temperature is consistently maintained regardless of the wind rushing by, the outside temperature and direct sunshine.

Available as a very special option, the Always-Open Timer is a genuine innovation in the Convertible market: Positioned to the left of the rev counter, this additional instrument keeps an exact record, down to the last minute, of the time spent motoring with the roof down. The instrument is activated as soon as the driver starts the engine of the MINI Convertible and the soft top is fully open. In this way the Always-Open Timer offers yet another incentive to enjoy open-air driving pleasure in the MINI as often and as intensely as possible.

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 – and this philosophy is just as appropriate today as it was fifty years ago. 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.

Neither the success of the classic Mini nor the unique position and reputation of the current MINI, however, result from such economic qualities alone. For both models also benefit from emotional values borne out by the car’s characteristic flair and its superb handling. So the formula which makes such a particularly economical rendition of mobility so attractive both today and way back then is and was to combine a small car with great driving pleasure.

Boasting the most advanced engine and suspension technology, the MINI is not only the first premium car in the small car segment, but also the unchallenged epitome of driving pleasure. A wide range of technologies serving as standard equipment to reduce fuel consumption as part of the BMW Group’s EfficientDynamics strategy helps in addition to ensure unrivalled fuel economy and emission control.

Delivering maximum output of 80 kW/110 hp, the MINI Cooper D, for example, returns average fuel consumption in the combined EU cycle of just 3.9 litres/100 kilometres (equal to 72.4 mpg imp) and a CO2 emission rating of 104 grams per kilometre, outperforming many competitors with far less engine power.

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 tight from the start.

The longitudinal-flow cylinder head came with heart-shaped pockets in the combustion chamber incorporating the valve openings and spark plugs. This specific design ensured excellent turbulence of the fuel/air mixture for optimum combustion and smooth motoring refinement.

Displacing 948 cc, the engine delivered maximum output of 37 hp and gave the prototype of the new small car weighing just 600 kg or 1,323 lb a top speed of 150 km/h or 93 mph, definitely too much for the suspension and brakes of the Mini. Issigonis and his team therefore decided to reduce 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.

The reasons why this was so are actually quite obvious: Entering the 21st century, the development of a small car for “today’s world” followed conditions and requirements very different from those back in the 1950s. 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. With this kind of power, acceleration to 100 km/h came in just 7.4 seconds and top speed was 218 km/h or 135 mph.

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. Average fuel consumption in the combined EU cycle, in turn, was a mere 4.8 litres/100 km, equal to 58.8 mpg imp.

The second generation of the MINI: even more efficiency and driving pleasure.
Introduced in November 2006, the second generation of the MINI gave even greater emphasis to the modern qualities of the world’s first small premium car.

The current MINI combines the character and unmistakable design so typical of the brand with an even higher standard of driving pleasure, superior safety also enhanced to an even higher level, and excellent quality of finish. So it is not surprising that the MINI Cooper has scored the highest number of five stars in the Euro NCAP crash test.

The truly excellent occupant safety offered by the new model is based on the body structure optimised to an even higher level and the use of no less than six airbags, three-point seat belts on all seats, ISOFIX child fastenings at the rear, as well as central safety electronics for appropriate management of the car’s restraint systems all featured as standard.

One of the most outstanding qualities of the MINI is its exceptional reliability already confirmed several times by the car scoring top positions in the breakdown statistics of Allgemeiner Deutscher Automobilclub (ADAC), the largest motoring club in Germany and, indeed, worldwide.

Supreme product quality, very sporting handling features and the flair so typical of the brand all come together to give the MINI its truly outstanding appeal, which has ensured the car’s ongoing success in the global market as well as its remarkably strong and lasting value.

All this makes the current MINI not only the epitome of driving pleasure and individual style in its class, but also a particularly good investment.

Innovative technology for reducing fuel consumption and emissions featured as standard.
The market launch of the current MINI also hailed the introduction of a new engine generation beneath the bonnet. Indeed, the brand-new power units make a significant contribution in giving all variants of the MINI not only significantly better performance, but also a substantial reduction in fuel consumption and emissions.
The all-round efficiency offered by the MINI is further enhanced by fuel economy and emission management technologies developed in the context of the BMW Group’s EfficientDynamics strategy. In an appropriate combination on each model, the technologies offered here as standard include Brake Energy Regeneration, Auto Start/Stop, a gearshift point indicator, Electric Power Steering, a volume-flow-controlled oil pump, as well as an on-demand coolant pump.

All variants of the MINI 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 MINI Cooper S offers efficiency of the highest standard in every respect. This high-performance model comes with a 1.6-litre four-cylinder delivering 128 kW/175 hp at 5,500 rpm. At the same time the engine develops maximum torque of 240 Newton-metres or 177 lb-ft all the way from 1,600–5,000 rpm, with the Overboost function increasing torque even further for a short spell to 260 Newton-metres or 192 lb-ft.

A twin-scroll turbocharger makes the increase in engine power particularly efficient and highly effective, with the ducts leading out of two cylinders at a time being separated from one another in the exhaust gas manifold and the turbocharger. This particular arrangement enhances turbocharger response and ensures very spontaneous build-up of power.

With this kind of power, the MINI Cooper S accelerates from a standstill to 100 km/h in just 7.1 seconds and has a top speed of 225 km/h or 140 mph. Fuel is delivered to the turbocharged four-cylinder through common rail direct injection filled with fuel by a high-pressure pump fitted on the rear end of the intake camshaft. Injection valves positioned to the side of the cylinder head then deliver the fuel within fractions of a second from the common rail directly to the combustion chamber, maintaining an exact dosage in the process.

Again with this kind of technology, the MINI Cooper S combines its outstanding sportiness with average fuel consumption in the EU test cycle of just 9.2 litres/100 kilometres (equal to 30.7 mpg imp) and a CO2 rating of only 149 grams per kilometre.
The normal-aspiration power unit of the MINI Cooper likewise displacing 1.6 litres and developing maximum output of 88 kW/120 hp at 6,000 rpm together with peak torque of 160 Newton-metres or 118 lb-ft at a low 4,250 rpm is likewise a new development.

The innovative technical features of this four-cylinder include fully variable valve control developed on the basis of the BMW Group’s unique VALVETRONIC technology. In this case intake valve lift and the opening period are adjusted within fractions of a second to the power and performance currently required by the driver, with valve timing being controlled as a function of engine speed on both the intake and exhaust side.

Such variable valve lift and engine speed-related camshaft management, interacting with one another, serve to optimise the torque curve, power output, efficiency and emission management of the engine.

The MINI Cooper accelerates from a standstill to 100 km/h in 9.1 seconds and reaches a top speed of 203 km/h or 126 mph. Averaging fuel consumption of just 5.4 litres/100 km in the EU test cycle (equal to 52.3 mpg imp) and offering a CO2 rating of just 129 grams/kilometre, the MINI Cooper again sets the standard for efficient driving pleasure.

The 1.4-litre four-cylinder in the MINI One is a derivative of the 1.6-litre naturally-aspirated power unit in the MINI Cooper and again comes with fully variable valve management.

Progressive aluminium technology makes the smaller variant of the engine a powerful lightweight, just like its “bigger” brothers. Developing maximum output of 70 kW/95 hp and peak torque of 140 Newton-metres/103 lb-ft, the four-cylinder again ensures sporting performance and exemplary fuel economy and emission management. The MINI One accelerates to 100 km/h in 10.9 seconds and has a top speed of 185 km/h or 115 mph. Average fuel consumption in the EU test cycle is 5.3 litres/100 kilometres (equal to 53.3 mpg imp) and the CO2 rating is a mere 128 grams per kilometre.

A further variant of the 1.4-litre makes the MINI One 55 kW the most sporting and, at the same time, the most economical car in its class. Delivering maximum output of 55 kW/75 hp and peak torque of 120 Newton-metres or 88 lb-ft, the power unit in this entry-level model allows acceleration to 100 km/h in 13.2 seconds and gives the car a top speed of 175 km/h or 109 mph. By comparison, fuel consumption is just 5.3 litres/100 kilometres (equal to 53.3 mpg imp) and CO2 emissions are 128 grams per kilometre.

Featuring the most advanced diesel technology, the MINI Cooper D likewise rules alone in its segment. The 1.6-litre four-cylinder again comes with common rail direct fuel injection as well as a turbocharger with variable turbine geometry for optimum development of power at all engine speeds.

Particularly light thanks to its aluminium structure, this diesel engine develops maximum output of 80 kW/110 hp and comes with peak torque of 240 Newton-metres/177 lb-ft between 1,750 and 2,000 rpm. And like on the MINI Cooper S, this maximum torque may be briefly increased by Overboost to 260 Nm or 192 lb-ft.
The MINI Cooper D accelerates to 100 km/h in 9.9 seconds and reaches a top speed of 195 km/h or 121 mph. Average fuel consumption of just 3.9 litres/100 kilometres in the EU test cycle, equal to 72.4 mpg imp, sets new standards, as does the CO2 rating of 104 grams per kilometre. Never before, therefore, has a MINI offered the same kind of fuel efficiency and emission management. And nowhere else is the driver able to enjoy so much driving pleasure on so little fuel and with such clean emissions.

John Cooper Works introducing motorsport know-how on the road.
Three particularly powerful versions of the MINI come under the badge of John Cooper Works.
Way back in the 1960s, sports car constructor John Cooper already offered high-performance versions of the classic Mini, achieving outstanding success in both sales and on the race track. No other name, therefore, is connected so closely with the sporting tradition of the brand.

Today the MINI John Cooper Works, the MINI John Cooper Works Clubman, and the MINI John Cooper Works Convertible represent the common values of driving pleasure, premium quality and individual style at their very best, especially as these high-performance models are based in their development on the MINI CHALLENGE racing car, both the engine and a wide range of other components being derived directly from the racing model.

The power pack within the engine compartment of these three outstanding performers based on the four-cylinder in the MINI Cooper S, was originally upgraded in many features for the MINI CHALLENGE racing model, and now comes with engine output of 155 kW/211 hp in these three production versions. Various special features on the engine serving to boost power, withstand higher temperatures in the combustion chambers and therefore ensure maximum reliability, all lift the engine to a supreme standard.

The increase in power results primarily from the optimised supply and extraction of air as well as appropriate modification of the twin-scroll turbocharger using a special turbine made of a likewise special, top-quality material. A further point is that maximum charge pressure is increased from 0.9 to 1.3 bar overpressure.
Maximum torque of 260 Newton-metres or 192 lb-ft comes at just 1,850 rpm, with torque being briefly increased to 280 Newton-metres/206 lb-ft when accelerating by increasing charge pressure in the speed range between 1,950 and 5,500 rpm.
The MINI John Cooper Works accelerates to 100 km/h in just 6.5 seconds, the MINI John Cooper Works Clubman completes the same exercise in 6.8 seconds. Top speed in both cases is 238 km/h or 148 mph.

The MINI John Cooper Works Convertible accelerates to 100 km/h in 6.9 seconds and has a top speed of 235 km/h or 146 mph.

In consideration of their supreme performance, all three models keep fuel consumption to an absolute minimum, the MINI John Cooper Works making do in the EU test cycle with 6.9 litres/100 kilometres (equal to 40.9 mpg imp), the MINI John Cooper Works Clubman consuming 7.0 litres (40.3 mpg imp), and the MINI John Cooper Works Convertible 7.1 litres (39.8 mpg imp). The corresponding CO2 ratings, in turn, are 165 and, respectively, 167 and 169 grams per kilometre.

A six-speed manual gearbox tailored to the characteristics of the high-performance engine facilitating the gearshift in dynamic driving manoeuvres.

Other features offered as standard are 17-inch light-alloy wheels derived from the MINI CHALLENGE racing car, appropriately large and powerful disc brakes on all four wheels, as well as DSC Dynamic Stability Control including DTC Dynamic Traction Control. And last but not least, Electronic Differential Lock Control operating in the DSC OFF mode ensures optimum drive power and perfect traction in particularly fast and dynamic bends.

6.From the Original to the Original. MINI Design and Concept Cars.
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 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 bootlid 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 Center 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 second generation introduced in autumn 2006. 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 Center Speedo now even larger than before even 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 excels 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 MINI now conquering the global market in its second generation is likewise a genuine MINI but at the same time a truly unique character.
While the classic Mini was enhanced by a Convertible model only in the last decade of its unique career, the designers of the new generation of the MINI fulfilled the loud wishes and requests of open-air aficionados far sooner: 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 bootlid opening downwards as well as the hinges at the outside offered further features reminiscent in their design of the classic Mini.

The new version of the MINI Convertible is experiencing – and its drivers and passengers are enjoying – its first summer in the year of brand’s 50th anniversary. The front end of this open four-seater once again boasts the face of the current MINI, and the other design features focusing on sporting performance are also the same as on the closed model.

At the same time the new MINI Convertible is even more mature, more sophisticated and sporting in its look. With even larger windows, the soft roof offers optimised all-round visibility and the innovative, single-piece rollbar moves up only when required, thus underlining the proportions of the new MINI Convertible so typical of a new roadster.

Like the side view of the car, the rear end of the new MINI is also even more muscular and powerful in its look. And in the interest of homogeneous surfaces, the bootlid still pivoting at the bottom as before now comes with hinges at the inside.

Breakthrough to the fourth dimension: the MINI Crossover Concept.
Even with the MINI, the MINI Clubman and the MINI Convertible, the brand still offers great potential for further development. Moving into further segments is indeed a very attractive option for the designers, a fascinating example of the wealth of ideas offered by the MINI Design Department being the MINI Crossover Concept presented for the first time at the 2008 Paris Motor Show.

The MINI Crossover Concept is again a typical representative of the MINI design philosophy and, as a new model variant without a historical background, takes the brand into a brand-new dimension.

As the first model in the range measuring more than four metres in length, with four drive wheels, four doors and four single seats, the MINI Crossover Concept offers ample space and freedom of movement at the rear as well as transport capacity never seen before in a MINI.

Further highlights are the car’s very flexible interior layout meeting all individual wishes and requirements.

The MINI Crossover Concept is a truly exceptional four-door, with the conventional arrangement of doors only on the front passenger’s side, while on the driver’s side the MINI Crossover Concept comes with the conventional driver’s door and a lifting/sliding door providing very convenient access to the rear or for loading the car from the side.

The single-piece rear door pivoting to one side with its frameless and retractable window serves to offer additional practical value and easy loading. A further advantage is that the luggage compartment in the MINI Crossover Concept may be enlarged as required by tilting down the rear seats completely into the floor of the car individually by means of a parallelogram kinematic mechanism.

Yet a further innovative feature on the body is the folding top extending throughout almost the entire length of the roof and opening from both front and rear, allowing fresh air and warm sunshine into the car according to the driver’s and passengers’ preferences.

The driver and his passengers enjoy the generous space provided by four single seats with fore-and-aft adjustment also at the rear. Between the seats on the centre console of the MINI Crossover Concept the highly versatile, multi-functional MINI Center Rail extending from the dashboard all the way to the rear offers not only unconventional storage options, but also a direct connection between the front and rear seats.

This consistent connection throughout the interior is further emphasised by the design of the door linings extending harmoniously from front to rear, visually connecting the two rows of seats.

Yet another highlight within the interior is the innovative three-dimensional central instrument, the MINI Center Globe. This combined control and display unit in the form of a sphere featured for the first time worldwide in an automobile sets new standards for the integrated control of entertainment, communication, navigation and vehicle functions.

The MINI Crossover Concept carries that unique feeling so characteristic of MINI into a new dimension. It combines the individual style of the brand with spaciousness and transport capacities of a standard never seen before in a MINI, adding greater flexibility within the interior to meet the most varied requirements of everyday life and leisure-time activities through innovative solutions.

More than ever before, therefore, this new design concept symbolises the MINI’s principle of a car transcending all classes and segments of the population and meeting virtually all kinds of mobility requirements in our modern world.

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 meets the supreme quality standards of the BMW Group.

The original sales target of 100,000 cars a year was exceeded right from the start in the first full year of production, with Plant Oxford passing the 200,000 units a year mark in 2005, a year after the MINI Convertible had been added to the range.
This ongoing success of the MINI called for permanent expansion of production capacities, the BMW Group again investing some £100 million in the Plant in 2005 to prepare facilities for production of the second-generation MINI and to increase overall capacities to some 240,000 units a year.

Flexible, efficient and quality-conscious production in the MINI Production Triangle.
Most of this money was invested in modernising and extending the Body Assembly Shop and in the construction of a second Paintshop.

For the first time within the BMW Group, the Paintshop uses an Integrated Painting Process (IPP) where the rustproofing and primer are no longer applied in separate processes, but rather together with the first layer of paint.

Upon the start of production of the new MINI in autumn 2006, the three productions plants in Oxford (Bodyshop, Paintshop, Assembly), Swindon (Pressings) and Hams Hall (Engine Production) were integrated for the first time in the MINI Production Triangle.

Body panels have been produced in Swindon, some 70 kilometres west of Oxford, since 1954. Today some 1,000 employees in Swindon make about 90 per cent of the pressings and 80 per cent of the pre-assembled body components such as lids and doors for the MINI Bodyshop at Plant Oxford. In all, these pressings are made on 19 pressing lines with a total of 50 individual pressing machines ranging in pressure from 400 to 5,000 tonnes. Each pressing machine is tailored to the size and complexity of the respective component.

The Engine Plant in Hams Hall, by comparison, is relatively new. This Plant near Birmingham has been the BMW Group’s Competence Centre since 2001 for the production of four-cylinder gasoline engines with a capacity of up to 2.0 litres. Since 2005, the BMW Group has invested some £ 30 million in the production of gasoline engines for the MINI.

At the Hams Hall Plant some 1,000 employees build engines with the most advanced technology featuring innovative valve control based on the BMW Group’s VALVETRONIC technology providing optimum power in the four-cylinder engines featured in the MINI One, the MINI Cooper, and the MINI Cooper Clubman, as well as twin-scroll technology ensuring immediate response of the turbocharged power unit in the MINI Cooper S and the MINI Cooper S Clubman. The plant delivers up to 800 MINI engines per day to Oxford, just in time and just in sequence, that is at exactly the right time and in the right sequence for final assembly.

The innovations in production at the Body Plant in Oxford enlarged once again for even greater capacity include Mobile Standard Production Cells (Mobi-Cells) developed by the BMW Group for a flexible and rapid increase in production in response to current demand. The number of production robots in this sector has increased to 429, making production of the new MINI highly flexible in accordance with the BMW Group’s Customer-Oriented Sales and Production Process (COSP). This allows the customer to change the configuration of his car up to just six days prior to the start of assembly.

Assembly of the MINI, MINI Clubman, and MINI Convertible all in parallel.
In the assembly process, the MINI comes off the same line as the MINI Clubman in production since 2007 and the MINI Convertible now also in its second generation. In accordance with the customer’s specific order and the equipment/options required, the workers fit up to 2,000 components on each individual MINI.

With numerous quality tests integrated in the assembly process, the workers use cordless, portable hand-held computers identifying the vehicle by means of its scanned-in chassis number and then following specific test requirements. After assembly each car goes through a comprehensive inspection regime including an active driving test on the dynamometer and a wide range of electronic tests.

In all, Plant Oxford currently has some 3,700 employees. With demand for the MINI made in Oxford growing consistently, global sales of the MINI in 2008 amounted to over 232,000 units, the number of cars built since the re-launch of the brand thus exceeding the 1.4 million-unit-mark at the beginning of this anniversary year.
A further significant point is that not only the MINI, but also the Oxford Plant is celebrating an important anniversary in 2009, the production of 10 million cars in this university city ever since William Morris started building cars here back in 1913.

9.Individualists Unite! MINI United – Meeting Place of the Worldwide MINI Community.
MINI is celebrating a great anniversary – with enthusiasts from all over the world attending this great event: the MINI United Festival will be held on the Silverstone Race Track in Great Britian from 22–24 May, an anniversary party for all fans of the brand and its products. Guests will enjoy a highly entertaining mix of lifestyle party and music festival, a show programme and motorsport action.

Most of the guests will be coming in their own cars – in many cases covering hundreds of kilometres in the process. This alone will make the car parks around the Festival Grounds a truly unique exhibition area for custom- designed cars, at the same time offering an interesting overview of the 50-year model history of the classic Mini and the MINI.

This anniversary event in the home country of the MINI is the third International Fan Meeting held under the title MINI United. The overwhelming response to the previous meetings was attributable not only to the attractive programme of festival events, but also to the unique enthusiasm fans of the MINI express in their car.

The owner of a MINI is a true individualist showing his or her personal style through the unique design, features and equipment of his car. At the same time MINI owners have many interests in common they express through their unusually active style of communication, as well as their passion for technology, motorsport, lifestyle, and design.

All this comes out very clearly in a most lively club scene, where MINI enthusiasts have got together for common activities in all parts of the world. It is therefore fair to say that the international MINI Community is an unprecedented phenomenon in the world of the automobile.

From regular meetings all the way to an online community: MINI fans are networked the world over.
An active and truly versatile fan community all around the classic Mini was established in 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 more than 6,000 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.

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.

In Germany alone the MINI Online Community has more than 10,000 members who, through the world wide web, also maintain active contacts with other, similar communities all over the globe.

MINI enthusiasts meet regularly – online and in the street.
The MINISPACE.com website has become an interactive meeting place for particularly creative drivers of the MINI. This online platform brings together people, events, and projects from all over the world.

The website introduced in 2005 as part of the “Creative Use of Space” campaign and providing news, information and statements in several languages including German, serves to initiate and accompany competitions, events, and joint activities.
The guiding motive for MINISPACE.com is to use limited space as creatively as possible. Indeed, this follows the initial philosophy of Mini constructor Sir Alec Issigonis who, creating the Mini many years ago, became the first engineer to build the maximum car on minimum space.

MINISPACE.com conveys this concept to urban projects, using creativity and interaction in even the smallest context to offer maximum fun, lifestyle and freedom for new ideas on both a public and private level. Through MINISPACE.com a worldwide Community is able to participate in these projects, with each member contributing his or her personal input and gaining new ideas for his own activities.
The shared ideas of a creative community also serve to optimise the online sites of MINISPACE.com, using minimum space for maximum impact. All background designs, photos and graphics come from users of the platform who also discuss design and photographic creations in MINISPACE.com blogs or exchange opinions and news through the MINISPACE.com Twitter Service.

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.

“Friends, Festival, CHALLENGE”: MINI United thrills visitors from all over the world.
The International MINI United Festival has been organised since 2005, supplementing individual market activities in a large number of countries. At the first MINI United Festival in Misano on the Italian Adriatic coast some 6,000 participants from more than 40 countries met to enjoy a great time, more than 1,900 models of the classic Mini and the MINI highlighting the streets all around the race track in Misano.
The sporting highlight, of course, was the World Finals of the MINI CHALLENGE Clubsport series.

Among the participants were eighty British fans of the brand who, travelling to Italy together, enjoyed the MINI United Festival as a wonderful stopover on the way. The longest journey to Misano was covered by a visitor from Moscow, driving some 3,660 kilometres or 2,269 miles in his MINI in five one-day stages.

In 2007 the second MINI United Festival attracted more than 8,000 MINI fans to the Dutch seaside resort of Zandvoort near Amsterdam, the race track serving again to hold two races in the MINI CHALLENGE. And the number of cars representing the brand on the roads around the race track was once again even greater, with more than 3,000 classic Minis and MINIs meeting in Zandvoort.

Now, again two years later, the starter signal for two races in the MINI CHALLENGE, for a wonderful party in that typical MINI style, and for the world’s largest anniversary event of the brand will soon be heard on the legendary Silverstone Race Track in Great Britain. Music acts and stunt shows will create a wonderful atmosphere and there will even be a Kids’ Area for fans of the MINI not yet holding a driver’s licence.

Apart from the current MINI CHALLENGE racing cars, historical racing versions will also be battling it out on the track, the Mini Seven Racing Club entering a fleet of no less than 50 classic Mini racing models.

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!”

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.

The classic Mini is also one of the very few 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.

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.

Applying this philosophy, MINI sets new benchmarks time and again not only in the world of motoring, but also in the world of marketing. A very good example of this high-flying approach is the launch campaign for the new MINI Convertible: Eye-catching, quick-minded and tongue-in-cheek short films presented in the internet immediately highlighted the open-air driving character of the MINI Convertible, arousing great public response and broad recognition in the film and advertising industry.

MINI was also the world’s first car maker to use an interactive print ad with a virtual 3D model. Applying this innovative augmented reality technology, MINI bridges the gap between the real and the digital world, between the two-dimensional print ad and the three-dimensional product. Only when the beholder has established an online connection to the www.mini.de/webcam website and receives the print ad on his computer’s webcam does the new MINI Convertible appear on his screen as a virtual model – live and in all three dimensions.

Like on a stage, the new MINI Convertible is suddenly parked on the advertising site, true-to-detail 3D data of the car being connected with the live picture. Then, as soon as the ad is moved, the MINI Convertible will also move in parallel, naturally in real time. This allows the beholder to choose his perspective as he wishes, interacting playfully with the model.

Unconventional and unmistakable: MINI marketing as a genuine happening.
All MINI marketing activities show unmistakable style and have a high recall factor. A further feature is their high standard of artistic excellence, with renowned artists in the world of design and film regularly contributing their creativity to the MINI and the band.

Unconventional marketing is indeed of particular significance to MINI within the entire range of communication activities. Precisely this is why innovative and surprising concepts serve time and again when introducing new models to reach important target groups and generate a powerful public effect with great appeal.
Such campaigns often take on the character of an artistic happening, the most coveted prizes and awards regularly confirming the innovative character and wealth of ideas borne out in the brand’s campaigns.

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 and maintaining the right balance of continuity of a brand now going back 50 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” are also used. And right from the start in the year 2000 MINI became the first car brand to use the internet not only as an information, but also as a positioning media for the product.

Modern technology providing new opportunities – also in marketing.
To this day technical progress in the area of communication has time and again opened up new opportunities in marketing – opportunities recognised and used very quickly by MINI in many cases.

Making a call on their mobile phone, for example, passers-by were able in 2006 to bring a poster presenting the MINI Cooper S to life. Under the motto “Wake Up the Bull”, the enthusiast was also able to activate clouds of smoke coming out of the MINI’s “nostrils”.

MINI was also the first car maker to astound movie-goers with a virtual test drive presented in a cinema film in 2008 on the agile handling of the MINI Clubman. Applying elaborate tricks and special effects, this film interacted directly with the audience, enabling the movie-goer to influence the driving behaviour of the MINI shown in the film through his or her reaction.

An infra-red camera used for this purpose detected the viewers’ movements, evaluating the information received within fractions of a second and changing the driving behaviour of the MINI accordingly. So that the MINI, driving dynamically along the screen, was not only an emotional, but also a physical experience for the audience.

Even before its world debut at the 2007 Frankfurt Motor Show, the MINI Clubman had already hit the headlines through a number of unusual activities. Indeed, the new model was virtually omnipresent throughout Frankfurt during the entire show. Its rear view, for example, adorned the exit doors at the Airport Arrival Area. In downtown Frankfurt the same attractive view was to be admired on the doors leading to a number of trendy fashion shops. And near the Fairgrounds an installation of four upright cars dug into the ground up to their windscreen again attracted great attention. So following the world-famous Cadillac Ranch created in Amarillo, Texas, in 1974, the unusual rear-end design of the MINI Clubman came out in truly artistic style.

A genuine highlight in the literal sense of the word was the ten-floor-high light projection approximately 100 metres up the Frankfurt Fairground Tower. And last but not least, a MINI Clubman converted into a discotheque on wheels – “The Other Disco” – became a leading player not only in Frankfurt, but later also at music and fashion events in other cities.

Always good for a surprise: MINI installations in public areas.
Making a spectacular appearance in public areas, the MINI not always comes in its usual, ready-to-drive configuration. For ever since the re-launch of the brand in 2001, more than 170 true-to-scale fibre-glass models have been made and used for attractive campaigns in numerous countries.

Back in 2002, for example, the MINI travelled piggy-back on a big SUV through the USA, and a year later it was placed on a drawn catapult up on a poster wall in Canada. Alluding to the outstanding acceleration of the MINI Cooper, the poster requested the beholder to quickly fasten his seat belt. And in winter 2005/2006, finally, a seat for a full-sized MINI was reserved on the ski-lift in the Spanish skiing resort of La Molina.

MINI was of course a perfect host at the 2006 World Soccer Championships in Germany, the MINI Fan Hotel becoming a particularly exclusive place for fans and enthusiasts. Especially fans of the Brazilian Seleção and the Italian Squadra Azzurra just loved staying at the MINI Hotel Brazil and the MINI Hotel Italy. The more non-partisan aficionado, in turn, was able to choose the MINI Hotel International becoming one of the highlights two years later of the RADICAL ADVERTISING Exhibition on the occasion of the North-Rhine Westphalia Forum on Culture and Business in Düsseldorf.

A special activity giving the MINI brand genuine appeal at the 2008 Summer Olympics in Beijing remains a highlight to this very day: A special MINI was used in Beijing to offer both tourists and locals a truly intense and unforgettable driving experience. Riding in a MINI rickshaw – a blend of a bicycle and the MINI Clubman – passengers were able to travel in ideal style through the congested streets of Beijing during the 2008 Olympic Games. Driven by the power of human muscle, this exciting vehicle moved with zero emissions through the streets, the MINI rickshaw offering a perfect combination of the lasting tradition and dynamic progress so typical of Beijing and China as a whole. Combined, of course, with that little bit of fantasy, individual style and humour so typical of MINI.

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 fifty 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 a 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 eight 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, MINI each year presents 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, and ever since 2003, renowned 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. In 2007 renowned fashion photographer Mario Testino highlighted the outer skin of a MINI Cooper with glittering fireworks motifs offering truly unique glamour. And the 2008 Life Ball MINI, finally, proudly came in the provocative pin-up look of lingerie label Agent Provocateur.

Since 2002 the cars provided by MINI are auctioned after the Life Ball Gala, with proceeds going to aids projects. In the course of eight events, this has already generated more than Euro 300,000 for the fight against HIV infection and AIDS – again another remarkable achievement by MINI.

13.A Question of Style. The MINI Collection.
Driving the MINI is simply fascinating – time and again. 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 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 Collection. And like the MINI model range, the MINI Collection is constantly growing and becoming increasingly versatile. Creativity and inspiration are therefore the name of the game in both cases, constantly presenting new facets of a unique feeling in life. 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 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 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 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.

A good example in this context is MINI’s close cooperation with the Japanese brand Onitsuka Tiger, using design features carried over from the MINI Clubman for their range of sneakers. Rubber patches on the front and back of these sneakers have the same honeycomb design as the radiator grille of the MINI Cooper S Clubman, the inner sole comes in the same profile as the leather seats in the car, and a MINI logo is to be admired beneath the tab on the heel.

A new highlight in the fashion range: the MINI Anniversary T-Shirt.
Moving on to fashion products, the current MINI Collection offers particular highlights through a “Drive of Fame” star printed on the various garments and further embellished by attractive embroidery. The range of choice in the Women Styles Collection extends from classic T-shirts bearing various MINI motifs, dresses, sweat shirts and jackets all the way to the Ladies’ Biker Jacket with its upright collar and extra-wide belt.

The Men’s Styles also come with a wide range of T-shirts, sweat shirts and jackets, as well as the Men’s Bike Jacket and a white Men’s Tattoo Longsleeve as brand-new highlights with a print motif applied inside and shining through to the outside.

Various T-shirts and sweat jackets with individual print motifs and styles are also available specifically for the youngest fans of MINI.

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. And celebrating the anniversary of MINI, the fashion range for men and women now comes with an exclusive T-shirt proudly bearing the anniversary logo at the front.

MINI feeling wherever you go: accessories and lifestyle products.
The MINI Collection also comes with a wide range of bags and cases enhanced once again in the anniversary year – stylish and trendy companions for everyday life and when travelling. In developing and producing these accessories, MINI cooperates with the most renowned suppliers ensuring full observance of MINI’s quality standards.

The other accessories include sunglasses, baseball caps, belts, scarves and watches again in that unmistakable MINI style, as well as numerous products providing special moments on and next to the road. A MINI magnet board, a laptop case, note pads, address books, key rings, bottles for all kinds of beverages, picnic cloths, a rain cover, the MINI Baby Racer for the sporting youngster, miniature models in various dimensions and colours, a car racing set and even a MINI cushion allow the enthusiast to enjoy the individual style and flair of the brand everywhere and all the time.

The Cuckoo Clock reminiscent in its design of the large circular instrument on the dashboard of the current MINI has already become a spectacular classic in the MINI Collection. A particular highlight of this wall clock now available in two versions is the 1:93 model of a MINI or a MINI Clubman running round the face of the clock every hour, with that typical sound of a MINI replacing the call of the cuckoo.
Another equally unique feature exclusive to the MINI Collection is the 14-litre Urban Chill Box serving to keep beverages both cool and hot and available in five different designs.

The MINI Collection: starring at fashion events and on the cinema screen.
The MINI 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 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 car itself, the MINI Collection has also made it to the cinema screen, with numerous performances in many productions. The Cuckoo Clock and the MINI Baby Racer, for example, play 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 shows his great interest in the MINI Collection in this cinema production of the famous children’s book. In particular he loves the MINI Baby Racer for getting around in fast and furious style.

All products in the MINI Collection are marketed worldwide through the MINI dealer network. An overview of the MINI Collection with all its products is also available online, with all products being presented at www.MINI.com/shop, where the enthusiast may also place his or her orders.

Susanne Spatz, MINI Product Communications
Telephone: +49-89-382-20961, Fax: +49-89-382-20626

Cypselus von Frankenberg, MINI Product Communications
Telephone: +49-89-382-30641, Fax: +49-89-382-20626

Manfred Grunert, Technology Communication, Spokesperson Heritage and ConnectedDrive
Telephone: +49 89 382 27797, Fax: +49 89 382 23927

Munich. The star came in pure white: When the 64th Paris Motor Show
opened its gates in autumn 1978, sports car fans and lovers had only
one destination - the stand of BMW Motorsport GmbH. There they were
able to admire a super-low, extremely dynamic new model making it quite
clear at very first sight that this was Germany's fastest road-going
sports car: the BMW M1, 1,140 millimetres (44.9'' ) high, 204 kW (277
bhp) strong, and well over 260 km/h (160 mph) fast. "Everybody was
crowding around BMW's new mid-engined sports car", wrote the
press. And: "The list of orders coming in exceeds even the wildest
expectations - an American fan of BMW, just to mention one example, has
already put in an order for three M1s." That was indeed quite
something, considering that BMW's super-sports car had a price-tag back
then in 1978 of exactly DM 100,000, enough for four BMW 323is plus a
couple of optional extras. It is indeed fair to say that few cars have
ever been expected with such excitement and anticipation as the BMW M1
representing all of BMW's know-how in motor racing. Project E 26, as
the then still nameless M1 was initially called within the Company, had
started in 1976. This was to be the first really unique car built by
BMW Motorsport GmbH, BMW's motor racing subsidiary established in 1972.
Having already made a great name for itself in the international racing
scene with the fast BMW 2002 and the truly superior BMW 3.0 CSI, the
racing company now planned to lift this success to an even higher level
with a competition car specially built and prepared for the Group four
and five racing series. According to Group four regulations at the
time, a car qualifying for entry required a production run of at least
400 units in 24 successive months, it had to have two seats and bear a
distinct resemblance from outside with its production counterpart. And
that made it quite clear that the E26 h ad to be not only a
thoroughbred racing car, but also a street-legal sports car. A
Bavarian with Italian blood. The problem was that BMW Motorsport GmbH
totally lacked the capacity to develop and build such a car all by
itself. After all, this team of specialists had concentrated so far on
"simply" turning series-production cars into racing cars,
making the chassis and suspension tauter and the engine more powerful.
In its lines and design, the new coupé was intended to clearly
boast that special Italian style. It was modelled around the gull-wing
turbo, a turbocharged concept car created in 1972 by BMW designer Paul
Bracq. Proceeding from this design study with its rounder lines,
Giorgio Giugiaro created the sharp profile of the M1 with its distinct,
almost jagged edges and corners. Indeed, Bracq and Giugiaro had already
cooperated in the past in creating the BMW 6 Series coupé.
First choice in the engine department: a straight-six power unit.
Choosing the engine, BMW Motorsport GmbH initially focused on two
concepts: Advance studies of Formula engines had led, inter alia, to a
ten-cylinder code-named the M81, a V-engine with its cylinders at an
angle of 144°. Suitably modified, this engine was also examined for
its possible use in a sports car. But then the team around BMW's
Motorsport Director Jochen Neerpasch quickly opted in favour of a new
straight-six, an engine concept supported by the excellent experience
BMW had gained in the CSI races. After all kinds of rumours with the
grapevine running wild, BMW unveiled the secret in spring 1977,
officially confirming the development of the new super-sports car. Then,
in autumn of the same year, BMW published the first photos of the M1 in
production trim, the car then making its first public appearance again
half a year later: Together with TV presenter Dieter Kürten,
Jochen Neerpasch proudly introduced the Group four version in the
colours of Motorsport GmbH in a prime-time Saturday evening sports
programme on Channel Two of German Television. And although this racing
machine bearing starter number eleven was not yet ready to go, the
first test drives were scheduled for April 1978. 277 bhp in a purebred
sports car. The big day finally came in autumn of the same year, the
public being able to admire the first E26 at the Paris Motor Show. By
that time the car bore the model designation M1 standing for the first
car developed and built by BMW Motorsport GmbH. Measuring 4,360
millimetres (171.7'' ) in length, 1,824 millimetres (71.8'' ) in width
and 1,140 millimetres (44.9'' ) in "height", the M1 exuded a
genuine flair of power. And indeed, this mid-engined sports car was
driven by a 3.5-litre straight-six fitted lengthwise in front of the
rear axle and developing maximum output of 277 bhp. Code-named the M88,
this engine was based on the volume-production six-cylinder combined
with the four-valve cylinder head carried over from BMW's CSI racing
engines. Within this two-piece cylinder head, the lower section formed
the combustion and coolant chamber, the upper half comprised the
camshaft bearings and cup tappets. The fuel/air mixture was delivered
through three double throttle butterfly manifolds featuring six
46-millimetre individual throttle butterflies to the cylinders through
two intake ducts per cylinder measuring 26 millimetres (1.02'' ) in
diameter. The all-electronic digital ignition system also reflected the
latest state of the art. Dry sump lubrication bore clear testimony to
the sporting genes of the M1, the car being able to achieve a very high
level of lateral acceleration. Fuel was supplied to the engine from two
tanks right and left in front of the rear axle, each with a capacity of
58 litres (12.8 Imp gals). From the engine power was transmitted
through a ZF five-speed gearbox connected to the engine by a two-plate
dry clutch. The final drive differential came as standard with 40 per
cent locking action. 264.7 km/h (164.1 mph): Germany's fastest sports
car. The six-cylinder power unit was smooth and free of vibrations
throughout its entire range of engine speed, even remaining quite
docile at lower speeds. But this changed instantaneously once the rev
counter hit 5,000 rpm, the M88 pushing the M1 forwards up to its top
engine speed of 7,000 rpm with power and energy making even the most
jaded car testers wax lyrical: "Once the throttle butterflies are
fully open you feel a tremendous kick from behind continuing well
beyond the 200 km/h-mark. There is no need to shift to fifth gear, for
example, until you reach a speed of 213 km/h (132 mph) and from there
you continue to accelerate up and up to the car's top speed."
Which, as recorded by Germany's leading car magazine in autumn 1979,
was 264.7 km/h (164.1 mph). Acceleration from 0-100 km/h in 5.6 seconds
also looked very good, which is not surprising considering the
power-to-weight ratio of 4,7 kg/PS, making things relatively easy for
the 204 kW (277 bhp) engine. The M1 was conceived and built for racing
right from the start, the elaborate suspension with double wishbones on
each wheel, gas-pressure dampers and two anti-roll bars remaining in
command throughout the car's entire speed range. With the exception of
the more comfort-oriented response of the moving parts and the modified
spring/damper setting, the road suspension was identical to the chassis
and suspension on the Group four racing version. Four inner-vented
brake discs ensured phenomenal stopping power from any speed and the
front axle came with 30 per cent anti-dive minimising body movement
even when applying the brakes all-out. Tyres measuring 205/50 VR 16 at
the front and 225/50 VR 16 at the rear, finally, were certainly very
big and muscular in those days. A low centre of gravity of just 460
millimetres (18.5'' ) above the road, track measuring 1,550 mm (61.02''
) at the front and 1,576 mm (62.04'' ) at the rear, together with the
mid-engined concept providing weight distribution of 44.1:55.9, made
the M1 a genuine performer in bends, even though the car called for an
experienced driver when pushed to the limit. Typical of a mid-engined
performance car with a low level of inertia around its vertical axis,
the M1 required quick and forceful counter steering as soon as lateral
acceleration exceeded a reasonable limit and the rear threatened to
break away. But the rack-and-pinion steering without power assistance
and with a direct transmission ratio was simply perfect for this kind
of control. Displaced castor and a small steering roll radius served at
the same time to combine ease of control with supreme road contact
absolutely essential for the active driver. The twin-joint safety
steering column, in turn, was adjustable for reach. A racing car with
crash-proven passive safety. Although the M1 was a sports car par
excellence, both the driver and passenger enjoyed a certain standard of
comfort. For whilst the suspension was firm and taut, it nevertheless
absorbed bumps on the road without requiring the occupants to take any
heavy jolts. Indeed, the driver and passenger were safely cocooned in a
rectangular steel-profile space-frame complete with a bonded and
riveted plastic skin free of distortion. The luggage compartment beneath
the front lid was sufficient for a weekend for two, and even air
conditioning was available. And the BMW M1 was safe: Since the new
sports car received general homologation for the entire production
series (as opposed to individual approval of each single model
one-by-one), BMW was required to substantiate the passive safety of the
M1 in a series of crash tests - a precaution which later benefitted
many a racing driver. But whilst the public was admiring the new
super-sports car from Munich, with orders coming in one after the
other, production of the M1 suffered a nasty setback: Lamborghini was
unable to assemble the new car as planned and the order instead had to
go to Baur, the coach-building specialist in Stuttgart. This made the
M1 a genuine challenge in the production process with the space-frame
being built by Marchesi, the glass-fibre-reinforced plastic body shell
by T.I.R., both in the Italian town of Modena, and Giorgio Giugiaro's
company ItalDesign assembling these two basic units and adding the
interior trim and equipment. From there the car went to Stuttgart,
where Baur fitted all the mechanical systems and components. A big
attraction in Formula 1: the Procar Series. Facing these delays and
re-planning requirements, BMW suddenly became hard pressed for time.
After all, 400 units of the new car had to be built within 24 months
for homologation as a Group four competition car. And other companies
were also pressing forward. So to get the M1 on to the race track
faster, Motorsport GmbH Director Jochen Neerpasch, teaming up with
Bernie Ecclestone and Max Mosley, launched the Procar Series, with
races held just before most of the European Formula 1 Grand Prix events
in the 1979/80 season. The big difference versus the road going car was
the engine of the Procar racing version: The first step for motor
racing was to tune the M88 six-cylinder the classic, conventional way,
with new camshafts, larger valves, forged pistons, optimised flow
ducts, slides instead of throttle butterflies and a modified exhaust
system boosting output to 470-490 bhp. With this kind of power, the
Procar version weighing just 1,020 kilos and fitted with the longest
transmission ratio had a top speed of approximately 310 km/h (192 mph).
Goodyear racing tyres measuring 10.0/23.5 x 16 at the front and
12.5/25.0 x 16 at the rear, together with a mighty rear wing, served to
provide the right kind of grip on the road. Driving one of these Group
four BMW M1s, Marc Surer lapped the Northern Circuit of Nurburgring in
just 7,55.9 minutes. Built to Group four regulations, the M1 was not
only placed at the disposal of five Formula 1 drivers in each race for
the Procar Trophy, but was also sold straight from the factory as BMW
Motorsport GmbH's first ready-to-go racing car at a price of DM
150,000. And indeed, some of the most renowned racing teams quickly
took up this offer, Schnitzer and Heidegger racing their own M1s on the
track, just like Osella in Italy and Ron Dennis in Great Britain.
Putting up a unique show for the crowd: Driving skill was the decisive
factor. Benefitting from this combination of BMW M1s prepared for racing
by Motorsport GmbH and those entered by private teams, and with the
cars driven by the big names in Formula 1 as well as ambitious racing
drivers in other categories, the Procar Series gained unique
popularity. This is where the world's best drivers faced the old hands
and newcomers in the scene, comparing their skills with cars virtually
identical in every respect. The crucial factor, therefore, was driving
skill - and this really caught the attention of the crowd: The Procar
races proved just as popular as the ensuing races for the Formula 1
World Championship. The recipe for success was perfectly prepared. The
fastest five Formula 1 drivers in the Friday practice sessions were
placed against 15 touring car specialists. With the Procar races being
held on the Saturday, the first five places on the grid went to the
stars, the remaining places were shared by the touring car cracks lined
up according to their practice times. And they all joined in: Drivers
and racing teams were happy to participate in the Procar Series,
provided they were not barred from doing so by their contracts.
"Maybe I was so fast because I just wanted to drive a BMW."
This is why on 12 May 1979, the Saturday before the Belgian Grand Prix
in Zolder, the two fastest drivers in practice were unable to take
their seats in the M1: Gilles Villeneuve and Jean-Pierre Jabouille had
exclusive contracts with other car manufacturers. But Jacques Laffite,
the third-fastest driver in the practice sessions, was just as happy to
start his engine in BMW's mid-engined Gran Tourisme as Clay Regazzoni,
the reigning World Champion Mario Andretti, as well as Niki Lauda and
Nelson Piquet. Nelson, later to become Formula 1 World Champion with
Brabham BMW and at the time No. 2 in the Brabham Team after Niki Lauda,
was unable to anticipate his great career back then when he said,
grinning: "Maybe I was so fast because I just wanted to drive a
BMW." But Nelson's competitors also had great names and a
great reputation: Hans-Joachim Stuck, who a day later came eighth in
the Grand Prix racing for the German ATS Team, the then reigning
Formula 2 European Champion Bruno Giacomelli, BMW Motorsport drivers
Toine Hezemans and Dieter Quester, as well as Elio de Angelis, another
star in Formula 1. And when the lights switched to green in this truly
outstanding line-up of Procar drivers, Hans-Joachim Stuck and young
Austrian star Markus Höttinger pulled away from the rest of the
grid after just a few laps. But in lap twelve the two of them got a
little too close for comfort and ended up in the fences. So to quote a
report on the race summing up the 20 laps, "Italian driver Elio de
Angelis proved to be the superman in the first M1 race, not only
winning the event, but also completing the fastest lap. And this was
after starting from 15th place and ploughing his way through the entire
field." Second place went to Toine Hezemans, Clay Regazzoni
finished third. The Procar Champions: Niki Lauda and Nelson Piquet.
Ultimately, however, the initial results started to change in the course
of the Procar season, Niki Lauda, already two-times Formula 1 World
Champion back then, scoring the largest number of points by the end of
the season: In eight races in the M1 Procar Series, Niki scored three
wins and finished second in one race. So whilst Hans-Joachim Stuck was
able to bring home victory in the last two races, he ended up five
points behind Lauda when the season finished. Only Clay Regazzoni held
on to his third place until the end of the season. Winning the last
three races in the 1980 series, Nelson Piquet brought home overall
victory in Procar racing a year later, followed by Alan Jones and
Hans-Joachim Stuck. And maybe this was no coincidence, since Alan Jones,
later to become Formula 1 World Champion, was a dedicated fan of the
M1, anyway, being one of the first customers to buy this sports car for
private use. These spectacular events more or less marked the end of the
M1 in Group four racing for a simple reason: The M1 was only
homologated for racing on 1 April 1981 and the regulations were changed
just nine months later, making it virtually impossible for the M1 to
compete any more. Boosted by up to 1,000 horsepower: Group five M1
with biturbo power unit. Even the success of the M1 in Group five was
unable to match the overwhelming Procar Series. Group five was for
special production cars derived from cars homologated in other racing
categories - and that was virtually the only restriction. The first M1s
to enter Group five were powered by normal-aspiration engines
developing maximum output of almost 500 bhp. To cope with engine torque
of up to 800 Newton-meters or not quite 600 lb-ft, these cars featured
a Hewland FG 400 five-speed gearbox, with locking action on the final
drive ranging from 75-100 per cent, depending on the racetrack. Later,
the engines of the Group five M1 were boosted up to 1,000 bhp by two
turbochargers. And to get as much of this huge power on to the road as
possible, the body of the car was modified by all kinds of spoilers
turning the M1 into real "wing monsters". This was also when
Team Schnitzer, the leading BMW tuning specialist, turned a Group five
M1 into the then most powerful racing car in the German Motor Racing
Championship, using a kevlar body on a specially reinforced chassis.
With this kind of power, Hans-Joachim Stuck came home first on both
Nürburgring and Salzburgring. The IMSA GTO Champion in the USA:
BMW M1. 1981 was a spectacular year of success for the M1 in the USA.
Any driver wishing to play an important role at the time in the popular
IMSA GTO Championship simply had to drive BMW's mid-engined
coupé. After forming the Red Lobster Team, Dave Cowart and
Kenper Miller finished the season first and second, naturally both at
the wheel of a BMW M1. Indeed, the white M1 with starter number 25 won
twelve out of 16 races in the Championship. Only one driver among the
top ten in the 1981 Championship drove another car, not BMW's
mid-engined coupé. And the driver finishing seventh,
incidentally, was US racing legend Al Unser jr., naturally at the wheel
of an M1. Presenting art on fast wheels: M1 Art Car in the 24 Hours of
Le Mans. The M1 was not only an outstanding racing and sports car, but
also an equally unique work of art. In 1979 world-famous pop art idol
Andy Warhol tried his hand on a ready-to-race M1 coupé, using
his brush and paint to turn the M1 into one of the fastest works of art
in the world. This was BMW's fourth Art Car, a series of artistic
achievements based on various BMW models. Warhol was the first artist
to paint the body of the car directly with powerful swipes of his
brush: "But the car is better than the art", Warhol said
himself afterwards in a rather dry comment. Boasting starter number 76,
the BMW M1 Art Car subsequently struggled for the title in Le Mans
throughout the whole 24 hours, ultimately finishing the race sixth.
Transplanting the M1 six-cylinder into production cars: the M5 and M
635 CSi. Production of the M1 ended in 1981 after a production run of
445 units, 399 for the road and 46 in Procar trim. But the heart of the
M1, the M88 six-cylinder 24-valve power unit, was far too good to
retire from the scene. In particular, it was much too progressive,
powerful and superior. So in 1984 Motorsport GmbH once again hit the
headlines, making aficionados of high-performance cars wax lyrical once
again when the 255 km/h (158 mph) M 635 CSi coupé and the M5
brought back the M1's fast-revving power machine. Particularly the
hand-built M5 quickly became a real legend: This was truly a wolf in
sheep's clothing, with maximum output of 286 bhp almost three times as
powerful as the 518i. And whilst at first sight it almost looked the
same as its large-volume counterpart, top speed of 245 km/h (152 mph)
quickly captured the attention and admiration of countless owners of
large saloons and sports cars having to give way to the M5 on the
Autobahn even with the gas pedal pushed right down to the floor. Not
surprisingly, therefore, this marked the birth of the
"Businessman's Express". Specifications BMW M1 -
production model. Engine Water-cooled
straight-six in mid-engine arrangement Four
valves per cylinder, two overhead cam-shaft with double roller chain
drive Capacity (cc) 3,453 Stroke (mm/in)
84/3.31 Bore (mm/in) 93.4/3.68 Max output (kW/bhp)
204/277 at 6,500 at rpm Max torque (Nm/lb-ft) 330/243 at
5,000 at rpm Max engine speed (rpm) 7,000 Mean piston speed at max
output (m/sec) 17.4 Compression ratio 9:1 Fuel supply
Kugelfischer system mechanical fuel injection three double
throttle butterfly manifolds with six throttle butterflies, dia 46
mm Fuel grade (RON) 98 Fuel tank capacity (ltr.) (2 x
58) 116 Lubrication Pressure-circuit
lubrication with dry sump oil system Triple
suction pump next to crankcase, pressure pump in the oil sump
Electrical system. Battery voltage (V) 12 Battery
output (Ah) 55 Alternator
14 V/65 A Ignition Magneti-Marelli
contact-free, all-electronic digital ignition
system controlled by the flywheel Spark plugs Bosch x
4 CS Chassis and suspension. Frame
Spaceframe with plastic body Front axle
Double track control arm (wishbone) with light-alloy wheel
mounts Independent suspension Rear axle
Double track control arm (trapezoid arm at the bottom) with
light-alloy wheel mounts Independent suspension Dampers/springs
Bilstein gas pressure dampers Concentric coil springs
adjustable for height Anti-roll bar dia (mm/in) front 23/0.91
rear 19/0.75 Brakes Inner-vented
fixed-calliper disc brakes in two-circuit system
with brake servo pressure reducer on the rear axle Brake disc
dia(mm/in) front 300/11 rear 297/11.69 Brake
disc width (mm/in) front 32/1.26 rear 26/1.02 Swept brake area
(cm²) front 96/wheel rear 69/wheel Parking brake
Operated mechanically, acting on separate brake callipers
on the rear axle Steering
Rack-and-pinion steering, two-joint safety steering column
adjustable for reach Steering wheel dia (mm/in) 360/14.2 Wheels
Cast light-alloy wheels
front 7'' x 16'' rear
8'' x 16'' Tyres Pirelli P7
front 205/55 VR 16 rear
225/50 VR 16 Power transmission. Clutch
F + S hydraulically operated, double-disc dry clutch Gearbox
ZF five-speed manual gearbox with integrated final drive
Transmission ratios, manual gearbox:
1st 2.42 2nd 1.61
3rd 1.14 4th
0.846 5th 0.704
Reverse 2.86 Final drive 4.22
Dimensions (mm/in). Wheelbase 2,560/100.8 Track, front
1,550/61.0 Track, rear 1,576/62.0 Length
4,360/171.7 Width 1,824/71.8 Height, unladen
1,140/44.9 Ground clearance, laden 125/4.9 Turning circle
13,000/512 Technical Description BMW M1 Group four. Grand Tourisme
based on international motorsport regulations. Grand Tourisme cars are
built in a small series and must have at least two seats. They may be
improved and modified in the interest of enhanced performance. The
modifications allowed for this purpose are specified in detail in the
International Motorsport Regulations. In their looks and appearance,
Group four cars bear a close resemblance to the production model.
Engine. Six-cylinder in-line power unit, water-cooled, four valves per
cylinder, mechanical fuel injection, dry sump lubrication, oil cooler
at the front end of the car, 94 mm/3.70'' bore, 84 mm/3.31'' stroke,
3,500 cc capacity, max output 345 kW (470 bhp) at 9,000 rpm, max torque
390 Nm (287 lb-ft) at 7,000 rpm. Power transmission. Hydraulically
operated double-plate clutch, ZF five-speed gearbox, differential and
gearbox cooling system. Chassis and suspension. Double track control
arms on the front and rear axles, magnesium wheel mounts, aluminium
wheel hubs with central bolt, Bilstein dampers with bolted spring
plates, anti-roll bars front and rear, exchangeable and adjustable, ATE
brake system, swing callipers and vented discs front and rear, twin
master brake cylinders, brake forces adjustable while driving, rims
11.0 x 16 at the front, 12.5 x 16 at the rear, tyres 10.0/23.5 x 16 at
the front, 12.5/25.0 x 16 at the rear, rack-and-pinion steering with
direct transmission ratio. Technical Description BMW M1 Group five.
Special production car based on international motorsport regulations.
Special production cars do not require a minimum production volume, but
must be derived from cars homologated in Groups one, two, three or
four. All modifications allowed on Group one to four cars as well as
additional Group five modifications are admissible, as specified by the
International Motorsport Regulations. Greater freedom in the shape and
dimensions of the flared wheel arches as well as the use of aerodynamic
improvements front and rear significantly change the looks of the body.
Beneath the body shell the manufacturer is able to choose and configure
the various systems (engine, transmission, suspension, brakes) with
hardly any restrictions. The Group five BMW M1 features a 3.2-litre
six-cylinder 24-valve power unit with an exhaust gas turbocharger
developing up to 850 bhp at 9,000 rpm. Boost pressure is between 1.2
and 1.4 atmosphere. The Group five version benefits from technical
optimisation of all units and systems. The car's final specifications
will be published at a later date. Pictures of BMW M1 you will find
under https://newsroom.bmwgroup.com/global/en

1. Twenty Years of the BMW M3 - a Legend in Sports. (Short Version) 2
2. The Birth of a Sports Legend. 5 3. The Successor: Six Cylinders for
Ongoing Success. 13 4. Continuing the Success Story: The
Third-Generation BMW M3. 19 5. The BMW M3 - a Spearhead in Innovation.
28 6. The BMW M3 Models. 32 It is one of the most
successful chapters in the history of the automobile and in
international motorsport alike: the story of the BMW M3 - and to this
day, the end of this unique success story is not even in sight. In
2006 BMW and BMW M GmbH celebrated the 20th birthday of the most
successful touring car of all times. Within two decades, three
generations of the BMW M3 have successfully entered and conquered both
the market and the race track, each of these models quite unique and
legendary in its own right. Dominating the racing scene and paving the
way on the road for a new species of particularly sporting, but
nevertheless highly practical series-production cars fully suited for
everyday use, the BMW M3 to this day thrills a loyal and constantly
growing group of enthusiasts and aficionados the world over. This
unique story of success started back in 1986 with the launch of the
first BMW M3 based on the E30 version of the BMW 3 Series. From the
start, this thoroughbred sports car thrilled not only the motorsport
enthusiast and the racing expert, but also car fans the world over.
Boasting powerful-looking spoilers and strikingly flared wheel arches
all round, the very first BMW M3 was a sensation to behold even at a
standstill. And although the road-going version offered all the
everyday driving qualities required of a modern car, the real home of
the BMW M3 was the race track. Powered by a four-cylinder featuring
avantgarde four-valve technology, the BMW M3 brought home one victory
after the other. Originally conceived for just 5,000 units for the
purpose of homologation, this very first BMW M3 gained growing
popularity right from the start. And apart from the car's convincing
concept, an ongoing increase in engine power from 195 hp all the way to
238 hp added to the car's fascinating thrill. Total production up to the
end of the car's production cycle in 1991 amounted to almost 18,000
units including the BMW M3 Convertible. Subsequently, the two following
generations significantly exceeded even this remarkable sales figure,
the second generation of the BMW M3 based on the E36 model series
accounting for a sales volume of almost 72,000 units, and the third
generation based on the E46 model series achieving an even more
impressive production run of over 85,000 units. Precisely this
success confirms the strategy of BMW M GmbH to convey the qualities of
superior motorsport machines right through to series production. After
three generations and more than 174, 000 units sold, production of the
E46-based BMW M3 ended in 2006 - only to be continued in 2007 with the
fourth generation carrying on this exceptional story of success. The
successor to a legend. Based on the coupé version of the E36
model series, the second generation of the BMW M3 made its appearance
in 1992. At first sight this model looked quite "normal",
without any large spoilers or striking wheel arches - but just one
glimpse into the engine bay told another story, with this being the
first BMW M3 to feature a six-cylinder power unit. Developing maximum
torque of 320 Newton-metres or 236 lb-ft all the way from 3, 600 to 6,
000 rpm, together with maximum output of 286 hp, this outstanding
sports car offered the driver superior acceleration at all times and in
every situation. Indeed, BMW's engineers were able to achieve these
performance figures quite unusual at the time through painstaking
attention to detail and with a number of innovative solutions: Apart
from VANOS variable camshaft management and the upgraded single
throttle butterfly control unit, newly developed engine electronics
able to process more than 20 million instructions per second helped to
give the engine its enormous power and performance. Catering for
growing demand for a four-door model, the second generation of the BMW
M3 was also built in saloon guise, in addition to the coupé and
convertible versions. And the success of all three models was
overwhelming, almost 72, 000 units of all three body variants leaving
BMW's Regensburg Plant throughout seven years of production. These were
joined by another 700 units built as completely knocked down (CKD) kits
at BMW's Rosslyn Plant in South Africa. The BMW M3 saga goes on.
Towards the end of the year 2000, the latest and still current version
of the BMW M3 entered the market as the next generation. Based on the
E46 model series coupé, this version of the BMW M3 again
combines supreme performance, exceptional driving qualities and unique
design, clearly distinguishing the car from other models in the BMW 3
Series. Particularly the front section of the current BMW M3 supporting
the engine compartment lid made of aluminium looks flatter and more
aggressive than on every other regular production BMW 3 Series. And
beneath the engine compartment lid with its striking powerdome lurks
one of the most significant innovations introduced in this model - the
new, even more powerful six-cylinder engine developing maximum output
of 252 kW/343 hp and applying the high-speed engine concept carried
over from Formula 1 and now so characteristic of all cars built by BMW
M GmbH: When revving at a speed of 8,000 rpm, the pistons in the new M3
power unit move up and down at a velocity of more than 20 metres or 66
feet a second, thus reaching a new dimension for a car of this class.
The BMW M3 CSL was also based on this model. Boasting an even more
powerful engine, developing 265 kW/360 hp and featuring radical
lightweight technology using the most advanced materials such as
carbonfibre-reinforced plastics and carbon, the BMW M3 CSL has a
power-to-weight ratio of 3.85 kg/hp - a truly outstanding figure which
raises this BMW M3 to an entirely new dimension of dynamic performance.
Still, the fact remains that yet another model stands out as the fastest
and most expensive of all BMW M3s built so far - the BMW M3 GTR
presented to the public in 2001 for the American Le Mans Series (ALMS).
Indeed, this truly unique car was a genuine eye-catcher from the start
not only through its muscular look, but also and in particular through
its 4.0-litre V8 high-performance power unit developing 330 kW/460 hp
in racing trim and, respectively, 258 kW/350 hp in the road-going
version. This supreme sports car set the standard also in another
respect, its price of approximately Euro 250,000 making it a truly
exclusive offer.