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The first Mini, called Morris Mini-Minor, was produced in 1959 and represented an automobile revolution. The Mini was only 3.05 m long and had front wheel drive, which was rather unusual for its time. The engine was placed diagonally in the front with the gearbox underneath. Placing the wheels on the outer corners of the chassis enabled the engineers to give the car a maximum of interior space on a minimal base. This principle has carried on into todays small cars. The Classic Mini was released with a price tag of 496 pounds and sold well from the get go. Under the hood, it was powered by a V4 engine with 34 BHP with 884 ccm. Meanwhile, the trunk only had a capacity of 196 litres.
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Initially, an interconnected fluid system was planned, similar to the one that Alec Issigonis and Alex Moulton were working on in the mid-1950s at Alvis. They had assessed the mechanically interconnected Citroën 2CV suspension at that time (according to an interview by Moulton with Car Magazine in the late 1990s),[citation needed] which inspired the design of the hydrolastic suspension system for the Mini and Morris/Austin 1100, to try to keep the benefits of the 2CV system (ride comfort, body levelling, keeping the roadwheel under good control and the tyres in contact with the road), but with added roll stiffness that the 2CV lacked. The short development time of the car meant this was not ready in time for the Mini's launch. The system intended for the Mini was further developed and the hydrolastic system was first used on the Morris 1100, launched in 1962; the Mini gained the system later in 1964. As launched, the Mini had simpler suspension made from conical springs of solid rubber. These were compact, saving on intrusion into the cabin space, and required no maintenance. The conical shape gave the springs a progressive action, becoming stiffer at greater degrees of compression. This gave the ADO15 a smooth ride over small bumps, but minimised roll and pitch on more uneven surfaces. It also allowed the springs to cope with the huge variance in load between an unladen car (about 600 kg or 1300 lb) and a fully laden one (just over 1000 kg or 2240 lb, or a 70% increase).
The Mini was designed as a monocoque shell with welded seams visible on the outside of the car running down the A and C pillars, and between the body and the floor pan. Those that ran from the base of the A-pillar to the wheel well were described as 'everted' (lit., 'turned outward') to provide more room for the front seat occupants[citation needed]. To further simplify construction, the hinges for the doors and boot lid were mounted externally. This also saved a small amount of cabin space. It also made the ADO15 very easy to assemble from complete knock-down kits in overseas markets with only basic industry. Cars could be assembled with minimal use of jigs as the external seams made the panels largely 'self-aligning'. They also allowed panels to be stacked flat on top of one other for easy shipping. As originally built, all the structural body panels were welded to the top of the single floor pressing, but this caused major problems with water entering the cabin and was quickly changed in the first months of production.
The Mini was still popular in the UK, but appeared increasingly outdated in the face of newer and more practical rivals. Since the late 1960s, plans had been in place for a newer and more practical supermini to replace it, though the Mini was still the only car of this size built by British Leyland for the home market.
Reports of the Mini's imminent demise surfaced again in 1980 with the launch of the Austin Mini-Metro (badging with the word "mini" in all lowercase). Faced with competition from a new wave of modern superminis like the Ford Fiesta, Renault 5, and Volkswagen Polo, the Mini was beginning to fall out of favour in many export markets, with the South African, Australian, and New Zealand markets all stopping production around this time. Buyers of small cars now wanted modern and practical designs, usually with a hatchback. The Metro was therefore in essence, the Mini mechanicals repackaged into a larger hatchback bodyshell.
Although the Mini continued to be produced after the Metro's launch, production volumes were reduced as British Leyland and its successor Rover Group concentrated on the Metro as its key supermini. The original Mini's last year in the top ten of the UK's top selling cars was 1981, as it came ninth and the Metro was fifth. The arrival of the Metro also had production of the larger Allegro pruned back before it was finally discontinued in 1982. In 1982, BL made 56,297 Minis and over 175,000 Metros. Due to their common powertrain package, the Mini received many mechanical upgrades in the early 1980s which were shared with the Metro, such as the A-Plus engine, 12-inch wheels with front disc brakes, improved soundproofing and quieter, stronger transmissions. This not only modernised the Mini but, because many of its major subassemblies were now shared with the Metro, made it very cost-effective to produce despite falling sales volumes.
With the larger Metro being redesigned in 1990 to take the new K-Series engine, the Mini became the sole recipient of the classic A-Series engine with transmission-in-sump layout. The engine mounting points were moved forward to take 1275-cc power units, and includes the later Horizontal Integral Float version of the SU carb, plus the single-point fuel-injected car, which came out in 1991. The 998-cc power units were discontinued. An internal bonnet release was fitted from 1992. Production ended in August 1996 as the Mark VII replaced it.
Throughout the 1970s, British Leyland continued to produce the classic 1959 "round-front" design, alongside the newer Clubman and 1275 GT models. The long-nose Clubman and 1275 GT offered better crash safety, were better equipped, and had better under-bonnet access, but they were more expensive and aerodynamically inferior to the original 1959 design. The Mini Clubman and 1275 GT were replaced in 1980 by the new hatchback Austin Metro, while production of the original "round-front" Mini design continued for another 20 years. At the end of Clubman and 1275 GT production, 275,583 Clubman saloons, 197,606 Clubman Estates and 110,673 1275 GTs had been made.[40]
After the last of the Mini production had been sold, the 'Mini' name passed to BMW ownership. Mini Hatch, the new model made by BMW, is technically unrelated to the old car but retains the classic transverse four-cylinder, front-wheel-drive configuration and "bulldog" stance of the original.
The Se7ens is the UK's longest running one make motor racing championship, having been introduced in 1966.[94] As of 2014, classic Minis are still raced, with other one make races in the UK,[95][96] Europe[97] and Asia,[98] and in classic events such as the Goodwood Members Meeting. In 2012 a Mini broke the land speed record. A Mini was used to set a record at the Chateau Impney Hill Climb.[99]
Between 7 and 10 August 2009 approximately 4000 minis from around the world congregated at Longbridge Birmingham to celebrate the 50th anniversary. On 26 August 2009, smallcarBIGCITY launched in London to provide sightseeing tours of the capital in a fleet of restored Mini Coopers.[127]
Oselli bored the engine out to 1440cc and fitted numerous strengthened and lightened parts. As a result, this classic Mini Cooper has 125 hp and 113 lb-ft of torque, Hagerty reports. That goes to the front wheels via a reworked five-speed manual and a limited-slip differential. As a result, the 1741-lb Oselli Edition has a sub-8-second 0-60 mph time with carburetors. There is a four-speed automatic option, but only with a 1380cc engine.
Rover Mini values have increased in recent years, especially for examples that have been kept in good condition or have been extensively restored. They are no longer the bargains that they were, but within the world of classic Minis they still offer good value and combine more modern performance and refinement with excellent parts support.
The Mini appeared in the classic movie The Italian Job, directed by Peter Collinson and starring Michael Caine. There is a famous car-chase episode with several Mini Coopers in it, filmed in Turin, Italy's traffic-jammed streets.
BMW also does stunning interiors, so why are the Mini interiors so not up to par? Truth-be-told, Mini was never that big of a company even when they were selling out the classics back in the day, so we get cheap-looking interiors and the big gimmicky speedometer on the dash. Secretly I love it, but do you really want your inlaws to see how fast you drive on city streets? I think not.
Max Larsen has worked on, driven, and been around cars his whole life. He has been a daily automotive journalist for quite some time and specialized in Porsches, but don't let that fool you. He grew up with old American cars and turned into an omnivore of sorts. As a Journalism Major, classic rock snob, and car enthusiast, he now writes features for HotCars.com.
Luckily, a few intrepid gamers have figured out a relatively easy and proven method to rack up credits fairly early on to put you on a solid financial footing for the rest of the game. It involves classic Mini Coopers and it's pretty lucrative, not to mention a great learning experience as you master the game's racing dynamics.
But just because the cars are small and old doesn't mean that classic Mini racing is a joke; far from it, in fact. This is a tight, highly competitive spec race where competitors are evenly matched, so getting ahead is pretty tough. And as any seasoned Gran Turismo player will tell you, establishing dominance early on is key to winning. The longer any race takes without you in front, the more you'll be at a disadvantage. It behooves you to modify your Mini to maximize its performance and give you an edge over the other cars, so you may want to race a bit until you have the funds to do that. (As in real life, you have to spend money to make money.) 041b061a72