1969 Lamborghini Miura P400

The Miura P400 was the first of three generations of the model followed by the S and final production version dubbed the SV. The Miura was introduced at the Geneva Motor Show with the production version following soon thereafter. It was designed by Marcello Gandini with inspiration stemming from work done by Giorgietto Giugiaro, the head of Bertone.

Marcello Gandini was inspired by the Ford GT-40 for the styling of the Miura. On the Miura the complete front and rear body parts were hinged to tilt upwards just like on the GT-40, and the Miura was also very low to the ground. (This made the aluminum rocker panels very vulnerable when parking the car!)

The Miura suffered from severe front lift when reaching its enormous 280 km/hr top speed. A small chin spoiler sometimes installed to counteract this but the problem was never completely solved.

Inside the Miura there was barely enough room for two people, while the luggage space was next to nothing. With that great V-12 just behind your back it could get very hot in a Miura, and it was always very noisy.

The Miura was a real success from the start, and 475 units were built before it was replaced by an even wilder Miura S.

In 2007, under the current ownership, the decision was made to restore 3571. It was completed in June 2008. This comprehensive restoration included all new interior in black leather, new paint in Fly Yellow, full mechanical refurbishment, all new suspension, wheels refurbished and new tires.

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Coupe

This 1969 Lamborghini P400S Miura with coachwork by Bertone received a complete (full, nut and bolt) restoration in the late 2000s. It features a chromed and polished engine which was a factory display treatment.

There were around 140 P400S Miuras were produced with a $20,000 price tag. The P400S was introduced in 1968 and included engine power increased to 360 HP, available AC and power windows. Top speed was achieved at 170 MPH.

The Miura was first show to the public at the November 1965 Turin Auto Show. At the time, it did not have a body. It was just a rolling-chassis. The design was mid-engined, very revolutionary at the time. Bertone was chosen to body the vehicle. Nuccio Bertone gave the project to Marcello Gandini. In early 1966 the Bertone body and the chassis designed by Giampaolo Dallara were assembled into one unit. In completed form, it was show to the public at the 1966 Geneva Auto Show and dubbed the Miura. The name coming from a breed of Spanish fighting bulls.
The vehicle was instantly popular with demand overshadowing the supply. Ferrucio Lamborghini had originally planned the Miura to be a low production, flagship vehicle with production set to around 30 models. The demand for the vehicle eventually changed the plan for the vehicle and throughout its lifespan, three series of the Miura were produced, the P400, S, and the SV. Each series brought with it mechanical and aesthetical changes through either fixed problems from the prior series or brought about new developmental improvements.

The P400 was the first series, the 'P' stood for Posteriore, the location of the engine. The 400 represented the engine size, or 4.0 liters. The four-liter engine was capable of producing 350 horsepower to the rear wheels. The spot-welded chassis was made from steel and the steering was a rack-and-pinion unit built and designed by Lamborghini. The front and rear hoods were both 'clamshell' design. There were two small compartments in the rear allowing a small amount of luggage or storage space.

Since the vehicle had been initially intended to be a temporary vehicle, it was poorly assembled and lacked quality. Another major problem was the lack of materials available. The builders of the vehicle rarely had the parts and resources they needed to keep up with demand. As time progressed, so did the quality.

Production began in March of 1967 and offered at a price of nearly $20,000 US dollars with 108 units being constructed. The Miura S series appeared in December of 1968. It was debuted to the public at the 1968 Turin Auto Show. The 'S' stood for 'Spinto' meaning 'Pushed' or 'Tuned'. Horsepower had been increased to 370, thanks in part through the use of a new combustion chamber and larger intakes. The later 'S' series models were given ventilated disc brakes and a modified rear suspension. Air conditioning was available for an extra cost.

In March of 1971, the final version of the Miura, the SV, was displayed at the Geneva Auto Show. The SV was the pinnacle of performance in regards to the Miura series. The rear suspension received modifications including a wider track. Wider tires were placed increasing the performance and handling. The headlights, turn signals, bumper and tail lights received changes. A carburetor change and larger intakes brought the horsepower rating to 385. During its production lifespan only 142 examples of the Miura SV were created. The acronym 'SV' represented 'Sprint Veloce'.

750 examples of the Miuras were built, the last being constructed on October 12, 1973. Production would have continued but Lamborghini was preparing to introduce its successor, the Countach. Since Lamborghini was a small shop, it could only handle the production of one model.

2011 Honda CR-Z Hybrid R Concept

Also unveiled at 2010 SEMA were two concept vehicles from HPD: the CR-Z Hybrid R Concept and the HPD CR-Z Racer. Though neither vehicle is intended for sale, HPD, Honda,s North American racing company, was determined to demonstrate the potential of the CR-Z for both street and racing performance. Both vehicles share many performance enhancements, wîth the CR-Z Hybrid R Concept highlighting Honda-designed street styling and the HPD CR-Z Racer opting for serious racing capability. To demonstrate that capability, HPD will campaign two HPD CR-Z Racers at the 25 Hours of Thunderhill endurance race in December. HPD enhancements to both cars include: a turbocharger and upgraded IMA hybrid system, resulting in an estimated combined 200 horsepower and 175 lb-ft. of torque; performance clutch; limited-slip differential; 'circuit-tuned' suspension; upgraded brakes and aerodynamic components.

1954 Mercedes-Benz 190SL Prototype

After the destruction of its Stuttgart factories during World War II, Mercedes-Benz began its postwar reconstruction with limited production of the Mercedes Type 170 series sedan complete with styling and a side-valve 1.7-liter four-cylinder engine that was strictly pre-war.

In September of 1953, foreign car importer and visionary, Max Hoffman, proposed to the Mercedes-Benz Board of Directors, the production of a sports car. It would be a smaller, more affordable, version of the 300SL Gull Wing. They accepted his proposal and Walter Hacker and Karl Wilfert were able to design and built two prototypes in five months. The non-working prototype was introduced at the 1954 New York Auto Show to great acclaim. The production version was similar but many details were changed for production. Unfortunately, neither of the prototypes have survived.

This car is an exact reproduction of the original prototype. The work began with the restoration of a 1956 190SL. Careful study of original factory photographs and extensive research was undertaken to ensure all details inside and out, from the interior to the chassis and engine compartment were accurately and authentically reproduced. Modifications had to be made to many components ranging from body panels to chrome details, interior pieces and mechanical components in order to exactly reproduce the lost prototype in all its detail. This project involved many hours of hand work and fabrication to produce the needed parts. All the efforts succeeded and this recreation is accurate to the finest detail.

Max Hoffman was responsible for the sporty two-seat Mercedes-Benz 190SL sports car. The S represented 'Sports' while the L meant Light, or 'Sehr Leicht'. With a curb weight of 2560 pounds, it was hardly 'light' when compared with other vehicles in it class, some 500 through 1000 pounds less. It was however an excellent alternative to the higher-priced Mercedes-Benz 300SL. The gullwing-door 300SL was available only as a coupe while the 190 SL could be purchased as a Roadster with a soft top convertible or with a removable hardtop roof.

In 1954, Mercedes introduced its two-door 190SL at the New York Auto Show. Fifteen months later the production version was displayed at the 1955 Geneva Auto Show. Gone was the air-scoop that had been on the hood, along with other aesthetic aspects.

The 300SL was initially priced at $7,460 while the 190SL was $3998. As a result the 190SL outsold the 300SL by nearly eight to one. In its best year 4,032 190SL's were produced. In its worst year only 104 examples were produced.

Under the hood was an 1897 cc four-cylinder OHC engine that was capable of producing around 105 horsepower. It took 14.5 seconds to go from zero to sixty and had a top speed of nearly 110 mph. Drum brakes were placed on all four corners of the 14 foot, one inch vehicle. Servo brakes were optional until 1956 at which point they became standard.

The engine capacity was taken into account when naming the vehicle. By moving the decimal place once to the left, it created 189.7. The number was then rounded up to 190. So the 190 represents the approximate engine capacity in liters, meaning about 1.9 liters.

The 190SL production run lasted from 1955 through 1963. Most of the body-styles were open roadsters the rest were coupes. In comparison to many other nameplates, this is a very low number, guarantying its exclusivity and rarity in today's standards. It was a beautiful sibling to the prestigious and awe-inspiring gullwing door 300SL.

2012 Suzuki Swift

 

 

New Swift Sport to make world debut at 2011 Frankfurt Motor Show

The new generation of the Suzuki Swift Sport will make its world debut at the 64th International Motor Show (IAA), which will be held in Frankfurt, Germany, from 13 to 25 September 2011.

The new Swift Sport is a refined sports compact and the result of the first full model change since the launch of the original Swift Sport in 2006. It has a more aggressive and dignified exterior look thanks to a ground-hugging form that gives a sense of stability and tension and a big front grille that hints at the performance within. And its cabin combines essential sportiness wîth a high-quality look and feel, as well as, design features that heighten the excitement about the driving experience.

Higher power and lower feul consumption are delivered by the 1.6-litre M16A engine, which Suzuki developed exclusively for the Swift Sport. The engine is mated to a specially developed six-speed manual transmision, resulting in performance that is both exciting and environmentally responsible. Plus, the new Swift Sport offers superior cornering stability and brisker, more responsive handling thanks to struts wîth internal rebound springs and an exclusive rear-suspension design.

High levels of safety are assured by features such as a light, stiff, impact-absorbing body; seven airbags (including curtain airbags and a driver's knee airbag); and ESP® (Electronic Stability Program).

The Suzuki Swift was introduced in 1985 and has remained in production to the present day. In the United States marketplace, production of the Swift ended in 2000.

When the Suzuki Swift was first introduced, it was named the SA-310, and was renamed in 1986 to Swift. Under the hood was a straight-three cylinder engine that displaced 993cc and produced 50 horsepower. Zero-to-sixty took 14.9 seconds with top speed being achieved at 145 km/h. The engine may not have been very powerful, but it was very lightweight, weighing only 63 kg. A variety of optional engines were available, which included a turbocharged version.

The Swift was sold under various names and badgings, including the Pontiac Firefly, Chevrolet Sprint, Geo Metro, and Maruti Esteem.

The first series of the Swift was the MK1, produced from 1984 through 1988. Two version were available, a 1-liter GA and 1.-liter GL. The GA was a 'minimalistic' vehicle, with plastic wheel covers and a five-speed gearbox. The GL also had a five-speed gearbox, but added a sunroof and alloy wheels. In some markets, the GL came with air conditioning.

The GTi version came equipped with a 1.3-liter four-cylinder engine that had an aluminum block and cylinder head, forged steel crankshaft and connecting rods, and cast aluminum high compression pistons. Power was rather impressive, producing just over 100 horsepower. It was available in a limited number of markets, including Europe and the Asian-Pacific markets.

The second generation of the Swift was introduced in 1989 and remained in production until 1991. Its design was all-new and featured many curves and a rounder body. It had many mechanical improvements, including four wheel independent suspension. Under the hood was a 1-liter 3-cylinder engine; optional equipment included a 1.3-liter and 1.6-liter four-cylinder engine. The three-cylinder engine produced just over 50 horsepower. The GTi version had an improved engine, now producing over 100 horsepower. Also included with the GTi were disc brakes which helped keep the car in the drivers control.

In the North American market, there were two trim levels available in 1989, including a 3-door GTi and a 5-door GLX. In 1990, the GTi name changed to GT. Volkswagen had laid claim to the name, and demanded Suzuki swift change it - which they did.

In 1992, the third generation of the Swift was introduced, remaining in production until 1994. It had the same bodystyle as the MKII; the major changes were the bumpers, taillights, and the interior. Mechanical changes followed, such as larger sway-bars for the GT/GTi versions.

In North America, Suzuki Swift production ended in 1994. In Japan, the Swift (known there as the Cultus) ended in 1998. In Europe it was called the MK 2 Type 1, and remained in production until 2003.

A special edition of the Suzuki Swift, called the Suzuki Swift MK3.5, was offered from 1995 through 2001 to the North American public.

The Swift MK4 was introduced at the Paris Auto Salon in September of 2004. It is currently in production in the European market, and in Japan and many other countries. Sales are reported to be very solid.

2006 Concept Climax

The Concept Climax is the brainchild of three Coventry Úniversity Auto Design 
students. They believe the current trend towards environmentally friendly vehicles does not have to include dull designs or small city cars. They have created a two-seater sports car that can run on ethanol fuel and offers performance figures similar to a Lotus Elise. Further enhancements include bringing F1 technology to the high street. Drivers of the Climax will be able to programme their fuel intake via their laptop and make the adjustments to the car's ECÚ using the Climax Control and a ÚSB Key.

'We wish to bring Coventry back into the automotive limelight by reinventing the car of the future,' says Concept Climax M.D. Simon Long. 'The inspiration for the car came from the need to decrease our dependency on oil while at the same time offering the motorist an eye catching, realistic alternative to existing sports cars. By allowing the driver to adjust the ECÚ wîth their ÚSB Key they can control the intensity of the driving experience,' adds Long.

The car is all about the driving experience - the deliberate lack of doors means that climbing into the car will evoke memories of classic, Le Mans type race cars, complete wîth flip up aero-screen. It is a British designed mid-engined sports car for the twenty-first century. 'Inspiration for the design came form the legendary Cooper Climax F1 car of the 50's,' says Long. The Climax is drawing on Britain's vast Motorsport Heritage while keeping a firm eye to the future.

The Climax team have sourced components from the vast auto-partsindustry in the Midlands, proving their commitment to the British motorindustry. Koni (Shock Absorbers), Alcon (Brakes) and Dymag (Carbon wheels) have also been involved since the early development stages.

Further features include low emissions from the ethanol powered flat four engine offering 270 BHP at 6500 RPM
as standard. The lightweight design will further enhance the efficiency of the vehicle while at the same time
adding to the precise handling and the class beating acceleration of the car. The Climax is not a retro-car, it is a modern sports car designed wîth the discerning enthusiast in mind. Concept Climax Ltd have reinvented the British Sports Car - offering a unique driving experience in an environmentally friendly vehicle. It is purely a driver's car - a stripped out racer wîth ample weekend away space. The car is designed around its users - and ergonomics played a vital role in the interior design stage.

Full-scale production is not far way, while the Concept Climax team are currently entertaining inquiries from prospective customers and investors.

Inspired by the legendary Cooper Climax F1 car of the late 50's, The Climax is a modern take on a British sports car, designed wîth the motoring enthusiast in mind. The car is a two seater wîth ample weekend away space. Powered by ethanol, The Climax offers competitive performance figures comparable to the Lotus Elise. The driver can programme the car via their lap top and make adjustments to the car's ECÚ using the Climax Control, enabling the car to be used on the road or as a track-day racer.

The light weight body, rigid chassis and minimal un-sprung weight ensures the climax has ultimate stance and balance.

The Climax offers a unique driving experience, designed wîth no roof, windscreen or doors. Sprinting to the car, launching your self over the bodywork, into the cockpit will evoke memories of classic Le Mans type race cars. The combination of wind in your face and being seated 6 inches from the road adds to the extreme feeling of speed and gives your body a shot of adrenaline every time. By using the Climax Control, within seconds, the car can be set up for the country lane or boosted to the max for the track.

Exterior-Light weight composite body shell
-Adjustable aero screens
-Rigid tonnaeu covers
-Front and side impact structures
-Adjustable aerodynamics
-Rear diffuser
-Retractable roll bar
-Custom paint finishes
-Flip up mirrors

Interior

-One piece composite race seat
-Inflatable seat lining
-Heated interior components
-Four point race harnesses
-Storage space
-Adjustable passenger foot brace

MINI John Cooper Championship 50

 

Winning type: the MINI John Cooper Works World Championship 50.

Limited MINI special edition evokes the birth of the brand and John Cooper's Formula One title victory 50 years ago.

Munich. Both were revolutionary and triumphant: in the summer of 1959 Alec Issigonis presented his concept for a small car which, wîth its transverse-mounted front four-cylinder engine and space for four occupants plus luggage, was to become a byword for economy of space and driving fun. That same year, sports car constructor John Cooper won his first Formula One World Championship title wîth Jack Brabham at the wheel. 50 years on, the MINI John Cooper Works World Championship 50 evokes both the start of the triumphal path of the classic Mini as well as victory in the F1 Drivers' and Constructors' Championship for John Cooper's racing team. This MINI special edition was inspired by John Cooper's son, Mike. His signature appears on the facia and on one of the bonnet stripes. It will have a limited production run of 250 units and was unveiled to the public at the 2009 MINI Únited Festival in Silverstone. The car is based on the MINI John Cooper Works and driven by a 155 kW/211 hp four-cylinder engine wîth Twin-Scroll turbocharger and petrol direct injection. The production version of the MINI John Cooper Works World Championship 50 features numerous exterior and interior details reflecting the racing pedigree of the brand.

The bodywork of the MINI John Cooper Works World Championship 50 comes in a new colour for MINI, namely Connaught Green – harking back to the famous colour of British race cars of the 1950s and 60s era. It is combined wîth the roof and bonnet stripes in Pepper White. The green wîth the white bonnet stripes mirror the colour concept of the Cooper F1 cars. The specification of these colours was provided by Mike Cooper giving the car its authenticity. Mike was consulted throughout the development by the MINI Design department. Mike's full name is 'John' Michael Cooper and he signs himself John Cooper. His signature appears on one bonnet stripe and on a facia plaque. Further accentuating the competitive character of the special edition are the John Cooper Works aerodynamics package and John Cooper Works Cross Spoke CHALLENGE light-alloy wheels in Jet Black.
Designed for extreme sporting fun outside and in.

Ensuring both an optimal view and a striking look are bi-xenon headlights wîth black interior surfaces and additional driving lights wîth black housings. The MINI John Cooper Works World Championship 50 also features a plethora of carbon fibre features, among them the bonnet scoop on the bonnet, rear diffuser, exterior mirror caps and tailgate handle. These provide the link to the modern racing era. Special numbering on the side scuttles finishers identifies each MINI John Cooper Works World Championship 50 as an individual entity of an exclusive limited series.
Regarding the interior colour and trim, the racing theme is maintained by Carbon Black overlaid by subtle sporty red touches. The full leather sports seats come in black wîth red piping and the red theme is perpetuated wîth co-ordinating red knee-rolls, armrests and red stitching on the floor mats, gearshift & handbrake gaiters. Facia, and door grip finishers continue the carbon fibre theme, as does the John Cooper Works insert on the Sports Steering Wheel, which has an Alcantara rim conceived for sporty driving fun.

Technology from the race track: four-cylinder engine wîth 155 kW/211 hp.
Like the design features of the MINI John Cooper Works World Championship 50, the power source under its bonnet is similarly defined by the racing competence of MINI John Cooper Works. This 1.6-litre four-cylinder unit is based on the engine of the MINI John Cooper Works CHALLENGE that was first fielded in the 2008 MINI CHALLENGE. It provides 155 kW/211 hp and develops maximum torque of 260 Newton metres between 1 850 and 5 600 rpm, which can even be briefly increased to 280 Nm thanks to an overboost feature. Power transmission is via a six-speed manual gearbox. All this enables the MINI John Cooper Works World Championship 50 to accelerate from standstill to 100 km/h in just 6.5 seconds, going on to a top speed of 238 km/h. Average consumption in the EÚ test cycle is 6.9 litres per 100 kilometres, wîth a CO2 figure of 165 grams per kilometre.

	Vital Stats
Engine : 1.4-cylinder Power: 211 hp Torque: 192 ft-lbs
6-speed Manual, 6-speed Automatic

Also key to the superior performance of the MINI John Cooper Works World Championship 50 is its suspension technology, which is unique for this vehicle class. In addition to the McPherson struts on the front axle and a central-arm rear axle otherwise not found in the small car §egmènt, electromechanical power §teering (EPS) also helps guarantee safe and thrillingly precise handling. A Sport button (also standard) on the centre console activates a palpably more dynamic setting wîth sharper §teering response and enhanced precision. In keeping wîth this, the Sport button also switches the accelerator pedal control map to an even sportier mode. The large sports brake system wîth red aluminium callipers guarantees short stopping distances. It responds wîth precision and brake power can be finely applied.

Standard equipment also features Dynamic Stability Control (DSC) including Hill Assist, Dynamic Traction Control (DTC) and Brake Assist. With DTC switched off, furthermore, an Electronic Differential Lock Control system (also fitted as standard) is activated for the drive axle, supporting more dynamic driving when accelerating out of corners or switchbacks, for example.

50 years ago: revolutionary concepts lead to success.
The MINI John Cooper Works World Championship 50 is the youngest and at the same time the most intriguing result of a long motor sport tradition shared by the MINI and John Cooper Works brands. Even before the classic Mini was launched onto the market, sports car constructor John Cooper had been casting his eye on this revolutionary new small car. A boost in engine output and a few minor tweaks rapidly transformed what was above all a practical two-door car into a thoroughly competitive sports machine. In the 1960s the Mini Cooper and Mini Cooper S models made their mark as serial winners both in rally racing and on the race track. Absolute highlights in the racing career of the classic Mini are its three overall wins in the Monte Carlo Rally of 1964, 1965 and 1967.

As a close friend and business partner of Mini creator Alec Issigonis, John Cooper paved the way for – and gave his name to – these Mini variants that were to prove so successful in the sporting arena. The man who recognised the competitive potential of the Mini early on and then systematically capitalised on it had previously already created a revolution on the world's race tracks. He was the first constructor, along wîth his father Charles Cooper, to field a mid-engined sports car in the Formula One World Championship. In doing so, the team set a trailblazing trend for the entire motor sport sector. In 1959 and 1960, Cooper race cars scooped up the Constructors' and Drivers' title in the Formula One World Championship – a first in racing history for mid-engined models. It was a concept that caught on: to this day, all Formula One cars are built according to this principle.

50 years on, the legendary British race track at Silverstone provided the perfect backdrop for the world premiere of the MINI John Cooper Works World Championship 50. From 22 to 24 May 2009, MINI fans from around the world celebrated the 50th anniversary of the brand at the MINI Únited Festival. They gathered together to enjoy an exciting programme of live performances by top stars from the international music scene, lifestyle action in typical MINI style, and countless intriguing glimpses of the brand heritage. There was of course plenty of racing action as well: Silverstone hosted two rounds of the current German MINI CHALLENGE – reason enough to look back on a racing history as successful as it is diverse.

Now the long period of waiting is finally coming to an end: A very special version of the MINI is making its world debut at the Geneva Motor Show, injecting a fresh breeze into the world of motoring – the new MINI Convertible. Introducing this versatile four-seater, MINI is combining the distinctive pleasure of driving an open car wîth the unique enjoyment you can only feel at the wheel of a genuine MINI.
Combining supreme fun wîth practical value.

The MINI Convertible is a fully-fledged four-seater clearly standing out from the start as a genuine MINI regardless of whether the roof is up or down. For the design features and proportions so characteristic of the MINI have been consistently carried over to the MINI Convertible: The steeply raked windscreen and the optimum seating position enjoyed by the driver ensure an unforgettable open-air experience also when driving wîth the roof down. So the new model version leaves no doubt that motoring pleasure is an outstanding factor on all four seats of this uniquely popular cult car.

Clearly, the MINI Convertible boasts a clever all-round concept wîth supreme function and optimum use of space available.

Striking profile.

With its roof down, this classy convertible really looks at its best. The waistline gradually rising to the rear gives the car a strong and distinctive profile further accentuated by the chrome strip continuing along the complete window line. The steeply raked windscreen, complete absence of a B-pillar, the rollbars made of extra-strong aluminum pipes behind the rear-seat backrest, as well as the compact, folding roof all bear testimony to the unique style of a classic convertible.

The new MINI Convertible is entering the market initially in the guise of the 66 kW/90 bhp MINI One and the 85 kW/115 bhp MINI Cooper. The top-of-the-range MINI Cooper S Convertible will be following later.

In standard trim the MINI Convertible comes on 15-inch steel or, respectively, light-alloy rims (MINI One/MINI Cooper) running on 175/65 R15 tyres. As an option, both models are available wîth attractive 16- and 17-inch light-alloy wheels, wîth the 17-inch five-star Bullet light-alloy wheels developed exclusively for the new open-air version.

A convertible wîth a sliding roof all in one.

The roof available in three colours opens up fully automatically within just 15 seconds: Pressing a button, you first open the integrated sliding roof, then the complete soft roof as such. With the soft roof folding to the rear, the roof columns are automatically retracted and the rear side windows move down at the same time. The intelligent Z-folding mechanism allows the complete roof to fold up in compact arrangement behind the rear seats, wîth no need for a tonneau cover.

The sliding roof integrated in the soft top can be opened infinitely up to 40 cm or 15¾´´ while driving, up to a speed of 120 km/h or 75 mph. Clearly, a feature quite unprecedented in the convertible market.

Optimum utilisation of space available.

Folding out to the back, the rear lid is held in position when open by two steel cables wîth a spring-mounted retractor system. This allows use of the rear lid wîth its hinges facing to the outside as a practical loading panel able to carry a weight of up to 80 kg or 176 lb.

The MINI Convertible is able to carry a maximum of 400 kg or 882 lb, and the luggage compartment accommodates 165 litres wîth the roof closed. And even wîth the roof down, driving in the open air, luggage compartment capacity remains a substantial 120 litres.

The Easy Load system offers generous through-loading capacity: With the roof closed, all you do is turn two levers in the luggage compartment to fold up the bottom section of the cover fastened on a tightening bracket and attach it in position. Then, wîth the rear lid open, you have very convenient access to the luggage compartment through a large opening able to accommodate even bulky objects. And in conjunction wîth the rear seat backrests folding forward and fastened securely in position, luggage compartment capacity can be increased to no less than 605 litres.

Boasting features such as its highly functional roof, the variable luggage compartment even wîth the roof open, an ultra-strong and stiff bodyshell, as well as the chassis wîth its multi-arm rear axle, the MINI Convertible sets the standard in its market §egmènt in many other other respects too.

That go-kart feeling so typical of the MINI.

Combining a very stiff bodyshell wîth superior chassis and suspension features, the open-air models, like their fixed-roof counterparts, once again offer a unique symbiosis of superior agility and handling. The drive concept as such, the long wheelbase, a low centre of gravity, wide track, the multi-arm rear axle and the direct, electrohydraulic power §teering all go together to provide the foundation for the excellent driving behaviour and go-kart feeling so typical of the MINI Convertible.

Sporting performance wherever you go.

Both versions of the MINI Convertible feature a 1.6-litre four-cylinder power unit developing maximum output of 66 kW/90 bhp in the MINI One and 85 kW/115 bhp in the MINI Cooper. Maximum torque of 140 Nm/103 lb-ft and, respectively, 150 Nm/111 lb-ft comes at just 3000 and, respectively, 4,500 rpm. A smooth-shifting five-speed manual gearbox is standard on both models. Top speed of the MINI One Convertible is 175 km/h or 109 mph, wîth acceleration to 100 km/h in 11.8 seconds. Fuel consumption in the composite EÚ cycle is 7.2 litres premium/100 km, equivalent to 39.2 mpg Imp.

Maximum output of 85 kW/115 bhp gives the MINI Cooper Convertible a top speed of 193 km/h or 120 mph. Acceleration to 100 km/h from a standstill comes in just 9.8 seconds, fuel consumption in the EÚ cycle is 7.3 litres/100 km, equal to 38.7 mpg Imp.

High standard of safety.

Benefitting from its stiff body structure and restraint system comprising, inter alia, two 'intelligent' frontal airbags and two seat-integrated head/thorax side airbags as standard, the MINI Convertible naturally complies wîth the world's strictest crash standards required by law. A wide range of constructional improvements and features ensures a particularly high standard of torsional stiffness preventing the door-sills from bending in in the event of a head-on collision and offering the occupants optimum protection in an impact from the side.

Should the MINI Convertible ever be involved in a rollover, the A-pillars encompassing a tube made of ultra-strong steel guarantee a strong load-bearing function. And at the rear double rollbars made of high-strength aluminium tubes, complete wîth integrated headrests, afford superior passenger safety.

A high standard of active safety is ensured, inter alia, by four disc brakes, four-sensor ABS, Electronic Brake Force Distribution (EBD), as well as Cornering Brake Control (CBC). Available as an option, Automatic Stability and Traction Control (ASC+T) as well as Dynamic Stability Control (DSC) help to provide superior driving and tracking stability in an extreme situation.

MINI in colour.

The MINI Convertible is available in 10 exterior colours, two of which are reserved exclusively to this open-air model: Hot Orange and, to provide a particular effect, Cool Blue. And while the MINI One Convertible comes only wîth a black roof, the roof of the open-air MINI Cooper is available in Black, Blue, and Green. The exterior mirror housings, in turn, are again finished in Black on the 'basic' model and come in body colour on the MINI Cooper Convertible.

High-quality textile materials and surfaces give the interior special harmony and balance. The dashboard and door linings are available in Silver and Anthracite and also come as a further choice in wood and aluminium trim.

The seat upholstery is available in 3 different types of cloth, 3 combinations of cloth and leather, and wîth three different choices of all-leather upholstery.

Everything goes.

The wide range of standard equipment featured from the start on the new Convertible comprises, inter alia, an electrically operated roof complete wîth sliding roof function, a heated glass rear window, two frontal and two head/thorax side airbags, four-sensor ABS, Electronic Brake Force Distribution (EBD), Cornering Brake Control (CBC), BMW's Tyre Defect Indicator (TDI), electrically operated rear-view mirrors and window lifts, power §teering, Park Distance Control (PDC), a rev counter, height adjustment on the both driver's seat and §teering column, as well as central locking wîth remote control plus comfort opening.

To fulfill all kinds of individual and personal wishes, the MINI Convertible comes wîth an equally wide range of special equipment comprising features such as xenon headlights, a TV navigation system wîth a 16:9 colour display, high-quality HiFi audio systems, a heated rear window, automatic air conditioning, a wind deflector, a wide range of light-alloy wheels, a multifunction §teering wheel, a rain sensor, and the interior mirror complete wîth anti-dazzle function.

Successful and popular.

Apart from the MINI Convertible making its debut in Geneva, the four existing fixed-roof models already very successful in the market are naturally also to be admired at the Show: the MINI One, MINI One D, MINI Cooper, and MINI Cooper S. And 'popular' is indeed the right word to describe these successful models already delivered to more than 176,000 thrilled customers the world over.

The British Motor Corporation came into existence in 1952 by the merging of two manufacturers, Nuffield Motors and Austin. Nuffield was known for its Morris line of vehicles, while Austin had its 'Seven' model line. The transition for the two manufacturers was difficult and had been forced out of necessity. After World War II, many vehicle manufacturers could not stay in business due to destroyed factories, recovering economies, strained resources, and lack of funds. Combining the two companies was a means to stay in business.

A fuel shortage was occurring. German engineers quickly adapted and began producing fuel-efficient vehicles. Examples include the Volkswagen Beetle. Leonard Lord, Chairman of BMC and former head of Austin, commissioned Sir Alec Issigonis to design a vehicle to compete with the German-made vehicles.

Alec Issigonis was a graduate of Battersea Technical College. After graduation he worked as a draftsman for a plethora of engineering projects. Later, he joined Morris Motors where he was tasked with creating and fitting suspensions to the Morris vehicles.

Issigonis was outfitted with requirements to create a fuel-efficient, affordable, safe vehicle capable of carrying four individuals including luggage. To save on development costs, it was requested that an existing BMC engine be used. What he created was a vehicle that sat atop of 10 inch wheels. By using smaller wheels there was little need for wheel wells.

The car was expected to carry four individuals; the combined weight of the passengers being greater than the entire vehicle. A suspension was needed that could accept this pay-load. With his prior experience creating and working with suspensions, Issigonis designed a rubber cone suspension.

A 950 cc, four cylinder, BMC engine was selected. It was mounted in the front and expected to power the front wheels, a system that was revolutionary at the time. Instead of mounting the engine longitudinally, it was place transversely. The transmission was place under the engine due to space constraints.

When Issigonis presented his designs and recommendations to Lord in 1958, changes were requested. Instead of the 950 cc engine, a 34 horsepower, 848 cc engine would be used, making the vehicle slower but more importantly, more safe. The other request was to make the vehicle two inches wider.

There were two versions of the car when it was first introduced on August 26, 1959. The only difference between the 1959 Austin and Morris versions was their badges.

John Cooper had designed vehicles that successfully won the Formula One championships in 1959 and 1960.

He proposed a marriage between his 1000 cc Formula Junior engine with the Mini. Lord approved the idea and in 1961 the Mini Cooper was born. It was fitted with a 997 cc engine producing 55 horsepower. Later, the Cooper S came into being with the advent of the 970 cc and the 1275 cc engine - the latter capable of 76 horsepower.

From 1964 through 1967 the little car dominated the Monte Carlo Rally. The car easily achieved these victories using a 91 horsepower engine.

Minis became more than just a practical car, they became a fashion statement. This, combined with their practicality, fuel efficiency, and success on the race track, created an overwhelming demand for the little car.

In the 1980's, the Mini was starting to loose momentum. Rover tried to revitalize the Mini brand by creating special editions. In all, there were more than 40 different editions created between 1980 and 2000.

A merger with British Motor Corporation and another company produced the Britsh Leyland Company. Later, it became Rover Group. Currently, it is owned by BMW.

In 2001, BMW introduced the MINI. The MINI currently has three Cooper models. Their main differences being the size of the engine and the horsepower rating. A convertible has also been included to the line-up.