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When Did Bmw Take Over Mini?

When Did Bmw Take Over Mini
Who Owns MINI Cooper? – BMW acquired MINI in 1996 and has owned it since then. MINI actually began, not as its own brand, but as model names for two different brands: the Austin Mini and Morris Mini. These brands were made by the same manufacturer: Leyland. MINI spun off as its own brand in 1969, and was later bought by BMW, which launched MINI Cooper in 2001.
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When did MINI start using BMW engines?

In the late 1990s, Chrysler and Rover joined forces to create Tritec, an engine manufacturer based in Brazil that still operates under Fiat ownership The use of the term ‘ BMW Mini’ or ‘Bini’ for the current Mini hatchback is understandable. The car sits on a BMW platform shared with the likes of the 1-series and 2-series Gran Coupe, is powered by BMW engines, and is stuffed full of BMW technology.

  1. For the original R50, R52 and R53, though, this isn’t really correct.
  2. Although BMW had offloaded MG Rover to the Phoenix Consortium by the time of the Mini’s launch in 2001, the company did a large chunk of the legwork for the car.
  3. Before the split, there were even plans to build the new Mini at Longbridge.

But in the end, BMW kept the project, completed the car and pushed it over the line. During the car’s protracted development phase, Rover was keen to use its all-aluminium K-Series, but it wasn’t to be. Instead, a joint venture was launched with Chrysler to establish a brand new factory in Curitiba, Brazil. The name Tritec was chosen, representing the three nations that had come together to make it happen – Germany, the UK, and Brazil.

  1. 500 million was earmarked to create the 40,000 square metre facility, which had a targetted annual output of 400,000 engines.
  2. Neither the engineers of BMW or Rover were said to be particularly impressed with the engine Tritec made.
  3. BMW thought it old-fashioned, while Rover compared the iron-block Tritec unfavourably to the more advanced K-Series with its aluminium block and dual overhead cams.

Unfortunately we couldn’t find a version of this without music. The single overhead camshaft 1.6-litre unit made a mere 112bhp and 110lb ft of torque even in its pokiest guise. There was also a 1.4 using the same bore but a shorter stroke as the 1.6, although this 73bhp version wasn’t used anything like as prolifically as its bigger brother.

  • A complex engine it was not, but that didn’t matter – with simplicity comes lower costs.
  • See also: 11 Things You Need To Know Before Buying An R53 Mini Cooper S 112bhp was right on the money for something like a Mini Cooper, but for the Cooper S, the Tritec engine needed a helping hand.
  • That came in the form of an Eaton E45 Roots supercharger, bumping the output to 160bhp and later 167.

Not hugely impressive for a 1.6-litre lump with forced induction, but healthy nonetheless, and the whine of the supercharger gave the Cooper S much more character than most of its rivals. The original Tritec site as it looks today (image via Google Maps) The Cooper S was the only production car to use the supercharged 1.6. It was adopted by 2006’s Dodge Hornet concept, pitched as a rival to the Mini, which is an unusual story for another time.

  • The naturally-aspirated version meanwhile saw service in a variety of vehicles including the vast majority of the Mini line-up plus various non-US market versions of the Chrysler Neon and the much-maligned PT Cruiser.
  • Production under Tritec ran from 1999 to 2007.
  • Then, BMW, having retained Rover Group’s 50 per cent Tritec stake since 2000, washed its hands of the endeavour and gave full control to Daimler-Chrysler.

This was just before Daimler and Chrysler separated. The latter side of the business was haemorrhaging money, and thus very keen on offloading Tritec, or simply closing it for good. A Tritec engine compared to its successor, the Fiat E.torQ At the time, Lifan was said to be interested (some of the Chinese manufacturer’s cars did use Tritec engines), but in the end, Tritec was sold to Fiat, some years before the Italian manufacturer merged with Chrysler.

Fiat then pumped tens of millions of euros into the factory to allow it to produce a new 1.8 alongside the existing 1.6. The old-school iron block was replaced with one made from aluminium, and construction of both engines continues today. These Tritec successors are used in a number of different cars, including the Fiat 500X and the Jeep Renegade.

As for BMW, it switched to another joint venture for the R56 Mini, partnering with PSA to produce the ‘Prince’ engine. The all-aluminium, French-built engine relied on turbocharging rather than supercharging in the more powerful models. Longevity can be an issue for these things – Google ‘R56 cam chain death rattle’ if you dare. The E-Torq (née Tritec) factory staff celebrating after making its 1.5 millionth engine in 2019 The Tritec, on the other hand, has stood the test of time. It’s one of the more robust elements of the R53’s somewhat flakey construction, so it’s perhaps best Rover didn’t get its way with the K-Series.

  1. Yes, it’s more advanced, but the unit’s reputation for popping head gaskets isn’t entirely undeserved.
  2. See also: Mini Cooper S R53 Vs F56: What Progress Has Been Made In 20 Years? The transition to BMW engines didn’t happen until the third-generation ‘F56′ Mini came along in 2013.
  3. It was given B38 inline-threes, B48 four-pots, and B37/B47 diesels.

The Mini is more of an in-house BMW affair than it ever has been, with joint venture quirks like Tritec and Prince out of the window. But is that a good or a bad thing? We’ll let you argue that one in the comments.
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Why did BMW take over MINI?

There are many impressive aspects to the way BMW has handled the relaunch of the Mini – sorry MINI – brand, but perhaps most amazing of all is that it never seems to run out of ideas. Take the latest facelift of the 2018 MINI as an example, where the innovations include intelligent LED Matrix headlights normally only seen on cars costing twice the price, LED rear lights complete with Union Jack emblem, and even customisable 3D printed elements such as puddle lights and kick plates. MINI Hatch Mk1 (2001-2006) BMW bought the Mini brand as part of its purchase of the Rover Group in the mid-1990s (and subsequently retained it when selling Rover in 2000). At the time both Rover and BMW had ideas about what a new MINI should be, but it was American designer Frank Stephenson, working for BMW, whose concept was finally approved.

  • The result was not a car bursting with original thinking in the same way the original Mini of Sir Alec Issigonis had done, but was still easily charming enough to reinvent this classic brand for a modern audience.
  • Those first MINI hatchbacks, built in Cowley, Oxford, are much more compact than today’s offering, but at the time were still criticised by some for being bloated.

Not that it mattered to buyers, who flocked to the new car, captivated by its retro styling (nods to the past included round headlights and an enormous central speedo) and the ability to personalise it to their precise requirements, which in turn created brand advocacy and drove profitability. The standard MINI was great, but it was the uprated Cooper S with its supercharged 1.6-litre petrol engine that gave MINI credibility among enthusiasts, for here was a car that was both fashionable and fast, capable of keeping up with much more serious machinery thanks to its instant punch and tenacious grip. Even quicker versions, including the GP (pictured above) with its stripped interior (among other changes the back seats made way for a strut brace to reduce weight and increase rigidity) followed, along with a Convertible with a folding fabric top, allowing MINI to establish itself as the small premium car of choice. MINI Hatch Mk2 (2007-2013) At 3.7 metres the second generation of BMW MINI (codename R56) was a full 6cm longer than its predecessor, a gain that allowed for an improved safety specification and marginally more interior and boot space. It looks like a significantly larger car too, despite retaining all of the retro styling cues to which buyers had become accustomed, and also offered a more refined driving experience that lived up to the premium badge (and price tag).

  1. As before the range stretched from the entry-level MINI One through the Cooper and then Cooper S, with even more performance-oriented John Cooper Works and GP models following.
  2. With an increasing focus on running costs, including tax incentives linked to cars with low CO2 emissions, MINI broadened its diesel offering to include not only the One D, but also the Cooper D and Cooper SD.
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Interior quality continued to impress, as did the amount of personalisation available, although by this point rival manufacturers were beginning to offer similar upgrades. Where MINI was clever was in retaining the car’s fun-to-drive nature despite changes as fundamental as switching from hydraulic power steering to an electric setup, or in the Cooper S from a supercharged engine to a turbocharged one. A Convertible was offered once again, along with Coupe and Roadster models that have two seats and a lower roofline for those who want to stand out from the crowd. Although not a big commercial success, both are great fun to drive and their rarity relative to other MINIs has the potential to make them interesting to collectors in years to come. MINI Hatch Mk3 (2014-present) Although the stylistic changes from Mk2 to Mk3 might not be instantly obvious, the MINI of 2014 was in fact a completely new car, and once again larger than its predecessor. Here at last is a MINI with a boot suitable for a weekly shop, and while the rear still only has two seat belts there is more legroom than before. The engine range for the third-generation MINI starts with a 1.2-litre three-cylinder petrol in the One before moving up to a 1.5 petrol in the Cooper and then a 2.0-litre petrol in the Cooper S. Again diesels were offered across the range, and they are impressively smooth by supermini standards, not to mention able to return upwards of 50mpg in normal driving. The increase in the car’s size didn’t harm its driving dynamics either. In fact, the third-generation MINI is more grown-up to drive than ever, offering improved refinement and handling that still feels as direct and engaging as when the original BMW MINI appeared all those years before. All of which brings us back to where we started and the introduction of the facelifted MINI for 2018. Not that the story ends there, because with new models set to come – including the first full production MINI EV in 2019 – there’s still plenty to look forward to.

Search for examples of the MINI Hatch Mk3 on CarGurus Find Used Cars in your area at CarGurus, Shopping for a new vehicle? Bring along CarGurus’ mobile app to help check prices, find good deals, and research cars on your smartphone. The content above is for informational purposes only and should be independently verified.

Please see our Terms of Use for more details. Chris Knapman is the Editor for CarGurus UK. He oversees a range of content including news, car reviews and buying advice, and has previously written for The Daily Telegraph, What Car?, Autocar, Auto Express, and Goodwood Road and Racing.
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When did MINI buy BMW?

1990 to 2000 – Former logo used from 1997 to 2018 In the 1990s, BMW was seeking to broaden its model range through the addition of compact cars and SUVs. This sparked a series of compact car concept vehicles from the company during the early 1990s. The first were the E1 and Z13, powered by an electric motor and a rear-mounted 1100 cc BMW motorcycle engine, respectively.

In early 1994, BMW acquired the Rover Group from British Aerospace, which owned Mini, among other brands. BMW insisted that even a compact model must feature traditional BMW characteristics (such as rear wheel drive ) to uphold the company’s standards and image. The “MINI” brand, however, did not share these standards and BMW saw this as an opportunity to create a competitively priced, yet premium, compact car.

This formed BMW’s plan to launch the premium BMW 1 Series and the mid-range Mini. It was at around this time that Rover, too, was working on a successor to the original Mini. Its first concept was the ACV30 which was unveiled at the 1997 Monte Carlo Rally,

The name was partially an acronym of Anniversary Concept Vehicle, whilst the ’30’ represented the 30 years that had passed since a Mini first won the Monte Carlo Rally. The vehicle itself was a two-door coupe powered by a rear-mounted MG F engine. Just months later, Rover released another concept, this time, a pair of vehicles called Spiritual and Spiritual Too,

These vehicles were a more realistic attempt to create a modern Mini, and coincided with BMW’s official creation of the Mini project. Although the two-door and four-door pair wore Mini badges, both vehicles remained purely concepts. In 1998, BMW set out on creating the production Mini.

  • The first aspect that was considered was the design, which was chosen from 15 full-sized design studies.
  • Five of these designs came from BMW Germany, another five from BMW Designworks in California, four from Rover and one from an outside studio in Italy.
  • The chosen design was from BMW Designworks and was designed by American designer, Frank Stephenson,

Stephenson penned the new Mini One R50 and Mini Cooper leading the team which developed the E50 car in Munich (parallel development in England by the team at Rover having been dropped in 1995). This design, being a city car, also fitted into BMW’s plan of two compact cars, leaving the supermini class for the BMW 1 Series.
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Do minis have BMW engines?

2. Who Makes Mini Cooper Engines? – The MINI Cooper brand is owned by German auto manufacturer BMW. All four-cylinder petrol BMW and Mini Cooper engines are currently made in the United Kingdom, at the Hams Hall Plant near Birmingham. Diesel MINI engines are made in Austria, at BMW’s Plant Steyr.
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Is a MINI considered a BMW?

Not really. The Munich-based brand has ownership of MINI, and BMW genuine oil is used in MINI Cooper oil changes, but these vehicles constitute their own separate brands and are made in countries other than Germany. Here’s some fun highlights on the story of MINI.
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When did MINI stop using Peugeot engines?

2005–2014 Peugeot 207.2007–2010 Mini One.2007–2013 Peugeot 308 (308 CC until 2015)
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Why did Mini stop production?

Mark IV: 1976–1983 –

1976 Mini 1000
Manufacturer British Leyland Ltd.
Production 1976–1983
  • Longbridge plant, Birmingham, England
  • Seneffe, Belgium
  • Petone, New Zealand
  • Setúbal, Portugal
  • Cape Town, South Africa
  • Pamplona, Spain
Body and chassis
Body style
  • 2-door saloon
  • 2-door van
  • 2-door truck
  • 848 cc (0.8 l) I4
  • 998 cc (1.0 l) I4
  • 1,098 cc (1.1 l) I4
  • 1,275 cc (1.3 l) I4

The Mark IV was introduced in 1976, though by this stage British Leyland was working on a new small car which was widely expected to replace the Mini before much longer. It had a front rubber-mounted subframe with single tower bolts and the rear frame had some larger bushings introduced, all intended to improve the car’s mechanical refinement and to reduce noise levels.

  1. Twin column stalks for indicators and wipers were introduced, as were larger foot pedals.
  2. From 1977 onwards, the rear light clusters included reversing lights.
  3. In July 1979 the lower end of the Mini range was altered.
  4. The basic Mini 850 (which had featured in various forms since the original launch 20 years before) was withdrawn.

Its place was taken by two models at slightly lower and slightly higher price points. The new base model was the Mini City, with black-painted bumpers, an untrimmed lower facia rail, part-fabric seats and wing mirror and sun visor only on the driver’s side, plus unique ‘City’ body graphics and boot badge.

Above the City was the new 850 SDL (Super Deluxe), which had the same specification as the standard Mini 1000 but with the smaller engine. For August 1979 the Mini’s 20th anniversary was marked by the introduction of the first true limited-edition Mini, which was the Mini 1100 Special. This was a 5,000-car run with the 1098cc engine, broadly to the specification already in production for the European market as a standard model with the same name.

However this was the first time a UK-market ’round-nose’ (i.e. non-Clubman) Mini had been available with the 1098cc engine, and the UK limited edition was also fitted with unique Exacton alloy wheels – the first time these were fitted to a factory-produced Mini – and plastic wheelarch extensions.

Inside was the 1275GT’s three-dial instrument cluster and a leather-rimmed wheel with a rectangular centre from the Innocenti Mini hatchback. The 1100 Special and 850 City models were phased out by 1980, and during the same year the engine was upgraded to the improved A-Plus unit from the new Metro in 998cc form, which was now the only engine available in the Mini.

This was then followed by a number of incremental developments. In 1978, the Mini was one of the key cars made available to disabled motorists under the new Motability scheme. 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.

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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.
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Why has Mini stopped production?

Mini has stopped production of all model variants with a manual gearbox, Autocar can confirm. The manufacturer cited supply-chain constraints as the main cause for the decision, these having been exacerbated by the war in Ukraine and the global semiconductor shortage.

Production therefore stalled, it told Autocar, and due to this, plus increased customer demand, a decision to halt production of manual cars was taken to “ensure production stability”. The cheapest Mini hatchback now on offer is the entry-level Mini 3dr Cooper Classic auto, which costs £18,815, compared with the manual version’s £17,415 – a £1400 increase.

Mini confirmed this will be temporary and ” will be reinstated in the future when circumstances allow”. Before this decision, all of its models were available to buy with a manual gearbox, bar the Mini Electric, The company said: “Current circumstances, including the war in Ukraine and semiconductor shortages, are causing supply chain restrictions across the global automotive industry.

  • In order to secure maximum production output to meet increasing customer demand, our product offer needs to be simplified.
  • This solution is the most effective way to ensure production stability so that we can continue to supply all our customers with new Minis.” Earlier this year, the Mini factory in Oxford was forced to shut down by a shortage of parts caused by Russia’s invasion of Ukraine.

Other car makers forced to slow production because of war-related shortages included Mini parent company BMW, Audi, Mercedes-Benz, Porsche, Skoda and Volkswagen.
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Are BMW leaving the UK?

BMW to axe UK production of electric Mini and relocate to China

  • BMW is to axe all UK production of the award-winning electric Mini and relocate it to China, dealing a major blow to hopes that Britain could be a global hub for zero-emission vehicle manufacture.
  • BMW makes 40,000 electric Minis per year on the outskirts of Oxford.
  • In an, it was confirmed that BMW Oxford’s production of electric vehicles will end next year as part of plans to reshape the carmaker’s lineup from 2024.
  • The move is a further blow to the UK’s ambition to become a leader in global electric car manufacturing, following Honda’s decision to quit Britain in 2016.
  • BMW’s joint venture with Great Wall Motor means their hatchback and small SUV models will now be made in east China, as will the next generation zero-emission Mini Aceman.
  • A new, electric version of the largest Mini model, the Countryman, will, BMW has confirmed, be manufactured at its plant in Leipzig.
  • The announcement follows confirmation by Mini boss, Stefanie Wurst, last week that a convertible model will join the all-new Mini Cooper range – due to launch in 2024 – and that it will be “coming home” in 2025 with production in the UK at the Mini Oxford factory.
  • Petrol Mini Coopers will be built in Oxford, in three-door, five-door and convertible forms, for export to markets such as the US, Japan and the Middle East, with BMW confirming that it will not halt production of Minis with internal combustion engines until 2030.
  • BMW’s decision comes after reports that Britain’s only planned large-scale battery factory, being built by Britishvolt in the north-east of England, will go bust if it does not receive a £200m rescue package.

Only a year ago, Boris Johnson, then prime minister, promised at the Cop26 climate summit in Glasgow, to fund a “£1bn electric car revolution” in the UK “creating hundreds of thousands of jobs”. His predecessor, Theresa May, intended that Britain would become “a world leader” in electric vehicle manufacturing and made it one of the “pillars” of her short-lived industrial strategy.

  1. Kwasi Kwarteng, who was sacked as chancellor on Friday and replaced by Jeremy Hunt, said last year when he was business secretary that the electrified automotive industry would be “front and centre of Britain building back better”.
  2. Those commitments — and the seven-year model cycles typically employed by automotive companies — indicate that the Oxford plant will not assemble any new electric vehicles until the next decade.
  3. The historic Cowley factory has been the subject of speculation that BMW wants to sell the plant to Great Wall, which has made no secret that its big sales push into the European electric market will eventually lead it to seek its own production facilities in Europe.

Wurst denied that, stating: “Oxford will always be the home of Mini.” She said the decision to halt the electric Mini assembly in the UK was not linked to post-Brexit supply constraints and cross-border friction with the EU, or the lack of a nearby gigafactory, but because the Cowley plant was running inefficiently by having to produce electric and petrol cars on the same line.

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She said that when electric Minis were to be built again in Britain, it would be on an assembly-line platform developed by Great Wall, and that the existing Cowley lines would be stripped out as part of a major factory overhaul. “Oxford is not geared up for electric vehicles,” she said.

  • Asked whether Oxford could at some point in the future build both Minis and Great Wall brands such as Ora and Wey, she replied: “Maybe.”
  • A spokesman for Great Wall confirmed that the possibility of producing its own vehicles at Cowley had been the subject of “internal discussion”.
  • Wurst also dismissed suggestions that British consumers may balk at buying a Mini made in China, saying she could “see no reason”, as UK motorists are already buying some BMW models made in China.
  • A spokesperson for BMW said: “Oxford plays an important role in the BMW Group’s production strategy, with its high degree of flexibility, competitiveness and expertise and will remain at the heart of Mini production.”

: BMW to axe UK production of electric Mini and relocate to China
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When did minis stop being made?

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.

  1. The “only” car left over, therefore, was the classic Mini with its 1.0-litre power unit now delivering 40 hp.
  2. 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. 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. 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.

  1. 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.
  2. 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.
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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.

  1. 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.
  2. 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. Text courtesy of MINI Press : 1959-2019 60 Mini Years
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Who currently owns MINI?

Who Owns MINI Cooper? – BMW acquired MINI in 1996 and has owned it since then. MINI actually began, not as its own brand, but as model names for two different brands: the Austin Mini and Morris Mini. These brands were made by the same manufacturer: Leyland. MINI spun off as its own brand in 1969, and was later bought by BMW, which launched MINI Cooper in 2001.
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Is MINI Cooper Bentley?

The MINI Cooper price is ₹ 40.00 Lakh and. The MINI Cooper is available in 1998 cc engine with 1 fuel type options: Petrol and Bentley Continental GTC is available in 3993 cc engine with 1 fuel type options: Petrol. Specifications.

Length (mm)
3850 4807
1414 1401
Wheelbase (mm)
2495 2746

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What problems do MINIs have?

Across all models, the most common Mini Cooper problems include automatic transmission failure, water pump leaks, clutch failure, and power steering pump failure. Made by BMW, the Mini Cooper is known for its sporty, unique look, and for being a fun, versatile subcompact vehicle.
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Why do MINIs hold their value?

MINI Cooper hatchback – The MINI Cooper consistently fares well in terms of holding its value. Models can retain roughly 52% of their value after around three years – 2016 models originally had list prices beginning at £15,000, but you could now easily buy one used for around £8,000.
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What kind of person drives a MINI Cooper?

Mini cooper – Proud, organised, mindful The small but mighty Mini Cooper is loved by drivers of all ages. Whether you have a classic model from the 1960s or a modern version of the retro ride, those who drive a Mini are extremely proud. Not only are they proud of their car, but they are also proud of their achievements in life and are likely to have high levels of confidence.
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Does Mini use BMW parts?

When BMW first purchased the famous British marquee, MINI, there wasn’t much of an impact on either brand right away. MINI still produced cars that felt very typical of its brand heritage and there was very little BMW in them. Now, however, with shared platforms, engines and other components, the familial bond between the two companies is very apparent. MINI has an equally as loyal of a following as BMW does, if not more loyal, thanks to the brand’s quirky acquired taste. MINI fans typically stay within the MINI brand for as long as possible, as once you’ve come to love the plucky British brand’s way of doing things, it’s hard to find the same level of joy in something else.

  • And because many new MINIs now share quite a bit of technology and interior pieces from BMW, it makes it an easy transition for MINI customers to get into BMWs.
  • This brings in a younger crowd for BMW, people moving up from the MINI brand into the entry-level BMW models, such as the 2 Series and 3 Series,

Those shared components and platforms also keep MINI very profitable, which in turn makes BMW more profitable. It also gives BMW more flexibility in its entry-level cars, such as the new BMW X1 that shares its platform with MINI. This platform sharing saves money for both brands, thus bringing profits up. The MINI brand also gives BMW a larger reach across the automotive spectrum, as it handles the premium market itself, but MINI handles a lower-end premium market that BMW cannot compete in on its own. Cars like the Volkswagen GTI have been dominating that segment for a long time and cars like the Cooper S give BMW a horse in that race.

  1. And because BMW may not want to enter that race on its own, due to the possibly tarnishing of its brand prestige, it has MINI do that.
  2. And MINI needs BMW just as much, as BMW is helping to reduce costs for its products with its shared components and its helping the British brand to clean up its model line.

MINI is starting to eliminate some of the dead weight in its lineup that was weighing the company down and we’re starting to see it already. The new model line doesn’t feature such cars as the Paceman, Rocketman, Spaceman Walkman or Discman or anything else with a silly name. Typically, it’s the smaller company that benefits more from the larger and more prestigious company, as it can borrow resources to help its brand. But in this case, both brands are equally useful to each other. It gives BMW a more well-rounded model line, as now it has cars in the lower range, its own BMW models that fill the sort of middle-to-high end of the market and it has Rolls Royce to fill in the ultra-high end section of the market.
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What is the tiny BMW called?

The BMW Isetta is a microcar that was produced under license by the Bayerische Motorenwerke between 1955 and 1962. The ‘Motocoupé’ is based on a design from the Italian manufacturer Iso Rivolta and is known as a bubble car. Isettas typically had a door in the front and a single cylinder four-stroke engine in the back.
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What does GP stand for in MINI?

And the MINI Cooper S with its John Cooper Works GP Kit is truly an exclusive pleasure to drive, being built in a limited edition of exactly 2,000 units. Supreme performance, impressive efficiency. The letters ‘GP’ in the model designation rightly stand for ‘ Grand Prix ‘.
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What engine did the original MINI have?

The engine was a 1,275 cc (1.3 L; 77.8 cu in) BMC A-series Inline-4 OHV 2 valves per cylinder, producing a maximum power of 76 bhp (57 kW; 77 PS) @ 6000 rpm and a maximum torque of 79 lb⋅ft (107 N⋅m) @ 3000 rpm.
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Is the MINI based on BMW 1 Series?

2018 BMW 1 Series will be front-wheel drive, based on MINI platform

  • The upcoming third-gen BMW 1 Series will be front-wheel drive for the first time when it arrives in 2018, according to reports.
  • claims that while the replacement 1 Series, which will go on sale in the UK in early 2019, will look similar to the current model, it’ll be entirely different underneath the skin.
  • It’s believed the car will ditch rear-wheel drive and will be based on the same platform that underpins the BMW X1 and the MINI range, which will improve practicality and efficiency.
  1. Given that the 2 Series coupe and convertible models are based on the, it’s expected that these will also adopt a front-wheel drive layout in coming years.
  2. Although that will radically alter the way that the cars drive, the simpler layout of front-wheel drive will free up more room in the back for passengers and should also increase boot capacity.
  3. That could spell bad news for fans of the hot M140i though, given that the MINI platform can only support four cylinder engines and not the straight-six used in the current M140i.

Likewise, it’ll not be rear-wheel drive, though it’s expected to get BMW’s xDrive four-wheel drive system, which would make it a competitor with the likes of the Volkswagen Golf R and Ford Focus RS. It’s also expected that there’ll be an all-electric or hybrid 1 Series, possibly powered by the same setup as the, with a small electric motor coupled with a 1.5-litre engine.
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