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.

MINI John Cooper Works Convertible (2009)