Mini 50th anniversary

England in the fifties was a bleak place- and I’m not just referring to the weather. The Suez crisis of 1956 was uppermost in the minds of the populace and petrol rationing was a reality as political posturing for control of the Egyptian canal (a major oil supply route) reached a crescendo. In the automotive world, BMC were desperate to maintain sales and re-resourced their gun designer Alec Issigonis, who had been working on 3 experimental projects, to focus completely on a new small car design. His vision centred on maximising usable space in a package that was as compact as possible. By 1957 his initial designs were shown to the BMC top brass; he knew he was onto something special and demanded that he would only design the car if he was given a freehand. Seeing the project’s potential, this was duly granted.

This car was to become the Mini, which was introduced to the world in August 1959 and reshaped the small car segment forever. Its engine (an 848cc ‘A-Series’ Austin unit producing 34bhp (25kw)) was mounted transversely with the gearbox situated in-sump, creating a super-compact unit. Initially available under Austin (called the Seven) or Morris (Mini Minor) badges and driving the front wheels, the 3.05m long Mini incorporated many ingenious tweaks, such as the sliding windows which allowed storage inside the doors and the rubber cone suspension which removed the need for conventional springs. The result was a car that could, at a squeeze, seat four adults. In fact, the 80% of the floor pan was available for passengers and their luggage.

By 1961 the car’s reputation was well established. John Cooper, creator of the first ever Formula 1 championship winning mid-engine chassis and friend of Alec Issigonis, had taken a keen interest in the Mini project from the start. Its space conscious layout had maximised the car’s wheelbase (the 10-inch wheels are spaced at the outer corners of the car) and this did great things for chassis balance. He convinced BMC to build a run of 1000 Mini Cooper’s with tuned 55bhp (41kw), 997cc engines and front disc brakes. This in turn led to the full-on Cooper S of 1963, initially of 1071cc and 70bhp (52kw), with a little known 998cc, 65bhp (48kw) screamer also being developed. 1965 saw the ultimate spec ‘S’- with a 1275cc motor and 76bhp (57kw) coupled with vastly superior torque to the smaller capacity, oversquare layouts previously used.

In its various guises the S conquered all before it on circuit and rally stage alike, with Monte Carlo rally victories in 1964, ’65 and ’67 (being disqualified from victory in 1966 due to a lighting technicality). A 1275cc version even won Australia’s most prestigious motor race, the 500 mile Gallagher 500 at Bathurst in 1966. The car was so popular that several companies (including Leyland in Australia) began building Minis tailored to their local market and offshoot models such as the Clubman van were put into production.

1972 saw the demise of the Cooper S, with the second generation “square nosed” bodywork taking over. This series was not as well received by purists and a round nose shape was re-established 8 years later.

The Mini then continued under BMC/Rover direction, with appropriate updates to reflect increased safety and standard equipment requirements as time drew on. By the year 2000 the British car industry was struggling again with little development funding available. BMW saw an opportunity to modernise the concept for the 21st century and acquired the naming rights for a Mini of their own.

It is only fitting that we have an example of the original style Mini to set off the celebration. This Cooper has been modified to S specification and is owned by Ron Simmonds, who raced them in period.

Ron is a true character of the historic racing scene in Australia. As chief commentator of the VHRR, his authoritative voice presides over our nation’s most prestigious historic race meetings including the Phillip Island Classic and Historic Sandown. It was perhaps inevitable that Ron would be a racer, as he called Stan and Alan Jones neighbours growing up in suburban Melbourne. He recalls beating Alan in a soapbox derby race before they were old enough to drive, both harbouring dreams of Formula One world championships. “Obviously only one of us achieved that!” he laughs.

He first raced a Mini in 1965, competing with a 998cc Mini deluxe. “I started at Sandown that year and won the handicap race, just beating Bob Jane in his Mustang who was bearing down on me,” he recalls.

In 1969, after a run in a Cooper S at the Datsun 3 hour race at Sandown, he entered for Bathurst in the same car but was turned down as the entry list was oversubscribed- a regret as he never managed to get on the grid at Mount Panorama.

After a stint racing in the UK to chase his open-wheel dream, Ron returned to Australia and continued campaigning Minis in hill climb and race events through the seventies.

Today he participates in club level regularity events in this 1964 Cooper. Its 1275cc S spec engine is fed via an unsilenced 45mm Weber. Of course, with the Mini’s transverse engine mounting, the Weber is located just ahead of the firewall and the car’s occupants are treated to a barrage of induction noise as the revs ramp up.

As a passenger to Ron, effortlessly familiar with the car as he is, you gain more of an understanding as to how these tiny machines could hold their own against any competitor on any surface. It leaps for the inside of a corner and clings there like an angry dog gnawing a postman’s leg.

This ‘dartiness’ is re-confirmed when I climb behind the wheel and settle into quite an upright driving position. From this vantage point, it feels as if you are directly presiding over the front wheels, which goes some way to explaining the millimetric precision with which the better Mini drivers can place them on circuit. From a driving position comfortable for my legs, the gear lever is quite a reach, though Ron explained that “there were shifter extender kits available in period.” On initial feel, the gear selection is vague with a long throw and I am extra careful in selecting the non-synchro first gear in traffic.

Once underway, the steering does a great impression of feeling wired to the impulses of your brain. Pick the line as you approach a corner and it’s almost telepathic as those 10-inch wheels will the car into the corner and cling; a flat and adjustable stance enhanced in this car by quite firm springing (cone suspension in this car) as it’s set up for club events. Its diminutive stature allows you to maximise the available road, making these winding country lanes appear as though they are freeway wide, and the vision afforded by the thin a-pillars brings a confidence to drive through poorly sighted corners that is hard to replicate in more modern machinery. Contemporary road tests that refer to the mini’s handling as ‘go-kart like’ are certainly not far from the truth even today.

The obvious handling prowess is well matched by a surprisingly willing and torquey engine, which again feels connected to the driver, reacting with precision to the pressure of your right foot. No wonder it was such an accomplished race and rally machine.

When BMW introduced their modern interpretation of the Mini in 2000, the media who were at the unveiling immediately questioned the link to its illustrious forbearer based on sheer size differential alone (not to mention the 17inch wheel option!). Today, parking the 1964 version between its newer brethren, they may have had a point. From a driving perspective, though, many discovered there was some magic to be found, particularly in the higher powered Cooper S which ran a supercharged version of the standard car’s 1.6 litre Chrysler sourced motor, producing 125kw @ 6000rpm and 220nm @ 4000rpm.

The feature car owned by David James links further to the Minis past accomplishments with its number plate paying tribute to a major victory of the original S in the sixties (first reader to decipher it wins a prize!). As I climb into the cabin, there is obviously more room and more creature comforts in keeping with modern progress, but as we pull onto the road following Ron and co-editor Sheldon in the ’64 car, David makes an important observation: “When I first bought the car, it had the awful run-flat tyres on it which just destroyed the steering feel. I went back to a normal performance tyre and it transformed the handling.”

Seating position adjusted nicely, it’s time to take off. Wow, the clutch kicks back quickly once you start letting it out! This edginess is endearing for it suits the car’s character perfectly. It clings to the surface, and takes in direction changes with aplomb even on the pugnacious surface of our test route.

The difference in scale when compared to the ’64 becomes further apparent as we watch Ron darting from apex to apex but the driving experience offers up a modernised version of mini-magic, enhanced with a decent dose of accelerative performance.

The linearity and punch of the motor nicely compliments the chassis, responsive as it is to your throttle inputs, which in turn allows you to focus on refining lines and exploiting the excellent grip and poise provided. Understeer is not an issue, and only a particularly nasty, cambered kick in the road causes a momentary scrabble of torque steer as the suspension regains composure.

Unfortunately the same can not be said of the newest car here. Gary Timms has brought along his 2009 S, complete with 6-speed automatic gearbox (though it does have paddles for manual shifting) and run flat tyres. This second series of the BMW-Mini was introduced in 2007 and houses a more efficient and powerful turbocharged 1.6l four that is shared with Peugeot. This engine provides 128kw @ 5500rpm and 240nm from 1600-5000rpm. Usefully there is an over-boost function on full throttle which allows a brief dose of 260nm.

The exterior is quite similar to that of the previous generation, but the interior has more of a quality feel to its controls. It is well laid out and has a feel of European quality as dictated by the parent company. A particularly funky touch of the newer car is the button that allows you to change the colour of the interior lighting- a bit distracting when the passenger plays with it while driving! Of course the large, centrally mounted speedometer and ancillary gauges carry on the tradition of the BMC cars.

On the road, and a couple of things quickly become apparent- perhaps it’s the autobox masking it, but the car doesn’t feel as instantly strong as the supercharged version, despite the torque figures. Once over 2500rpm though, the newer car sprints its way through the rev range, losing the supercharged whine (a matter of aural personal taste) but gaining in smoothness and revability. As is trendy in 2009, there is a sport button, which we leave well enough alone on this challenging drive, the roads demanding finesse from the damping. Besides, those stiff side walled run-flats do more than enough to make the ride more jarring than it should be. It feels as though we are bouncing over the surface rather than flowing along, as in the other Minis here. There are mixed messages feeding back through the wheel so you lose confidence upon turn-in; it gives the impression that it will understeer quite readily, even though you know ultimate grip is there. It makes you less inclined to throw it at a corner- an assumed pleasure in the other cars.

It’s the same once the throttle is picked up- it scrabbles for traction well before the DSC cuts in to quell the onset of torque steer. The nose also readily chases cambers, adding to the degree of discontent behind the wheel. As proved by David’s car, regular performance tyres would work wonders.

On the positive side, the new model’s paddle shift ‘box works wonderfully well, allowing you to brush the rev-limiter without changing up, and snapping in downshifts on corner approach without dancing heel-toe on the pedals. The turbo motor revs smoothly and is stronger through the top end than the supercharged car, even with the autobox dimming the motor’s responsiveness. A manual must be a rocket.

On the final strop back to our base, the afternoon autumn sun allows time for reflection. Through 50 years and 2 parents, the Mini DNA remains intact. Sure, the moderns tower over the almost fragile looking original, their size dictated by changing customer requirements and the need for ‘filling out the arches’ with gargantuan wheels, but the basic keenness for cornering that is at the core of any Mini experience shines brightly through. Now, if only BMW would throw some resources at a factory Mini rally team for the 21st century…

© 2010 lautista.com.au.