2000 Mini Cooper

2000 Mini Cooper PICTURES

Designed as project ADO15 (Austin Drawing Office project number 15), the Mini came about because of a fuel crisis. In 1956 as a result of the Suez Crisis, which reduced oil supplies, the United Kingdom saw the re-introduction of petrol rationing. Sales of large cars slumped, and there was a boom in the market for so called bubble cars, which were mainly German in origin. Leonard Lord, the somewhat autocratic head of BMC, decreed that something had to be done and quickly. He laid down some basic design requirements: the car should be contained within a box that measured 10 × 4 × 4 feet (3 × 1.2 × 1.2 m); and the passenger accommodation should occupy six feet (1.8 m) of the 10 foot (3 m) length; and the engine, for reasons of cost, should be an existing unit. Issigonis, who had been working for Alvis, had been recruited back to BMC in 1955 and, with his skills in designing small cars, was a natural for the task. The team that designed the Mini was remarkably small; as well as Issigonis, there was Jack Daniels, who had worked with him on the Morris Minor, Chris Kingham, who had been with him at Alvis, two engineering students and four draughtsmen. Together, by October 1957 they had designed and built the original prototype, which was affectionately named 'The Orange Box' because of its colour.

2000 Mini Cooper PICS


2000 Mini Cooper PHOTOS

Ever Seen Bland Roll Down the Street?

Behold, a car that is blandness in physical form: the Daewoo Lanos (1997-2002).

This is, without a doubt, the most boring, hopeless and dreary car sold within the last ten years.

It's a Korean car, which were once known for making vehicles that displayed all the traits, and more, that I just mentioned. However, the newest Hyundais and Kias are getting better. Much better, actually.

This sad car is the definition of nondescript.

Get rid of the grill and it could be anything: a Ford, a Mazda, a Hyundai or a Kia.

People behind the Lanos had to be very, very careful. Prolonged exposure to this would instantly put them to sleep.

Now, surely, the interior would have something interesting, right?

No. Unless you call matte gray plastic fascinating. But, Daewoo knew this, and came up with a brilliant plan to improve the interior.


There. Isn't that just so much better? The fake stitched, faux vinyl, leather just really gives it some class.

All joking aside, economy cars are designed to fit a price. That's the reality.

But is it so difficult to give someone something nice to drive? Is there a reason why consumers can't have an attractive, cheap car? Why can't they have something nice to touch and look at when they're driving?

Companies need to remember that people are paying a lot of money for a new car. When manufacturers come out with something like this it looks like they don't care.

In fact, they likely don't.

But I might be expecting too much from the good people at Daewoo. They just don't have very good taste when it comes to design. I can prove it.

Just look at their logo.

It looks like a jockstrap.

When you see one of these, hit the gas, get away as quickly as you can. Because dullness is infectious.

Save your car, and remember that overdrive is necessary.

2000 Mini Cooper

2000 Mini Cooper PICTURES


2000 Mini Cooper PICS


2000 Mini Cooper PHOTOS


2000 Mini Cooper IMAGES


2000 Mini Cooper WALLPAPERS

1968 Mini Cooper S

1968 Mini Cooper S PICTURES

The Mini is a small car that was produced by the British Motor Corporation (BMC) and its successors from 1959 to 2000. The most popular British-made car, it has since been replaced by the New MINI which was launched in 2001. The original is considered an icon of the 1960s, and its space-saving front-wheel-drive layout influenced a generation of car-makers. In the international poll for the award of the world's most influential car of the twentieth century the Mini came second after the Ford Model T.

1968 Mini Cooper S PICS


1968 Mini Cooper S PHOTOS


1968 Mini Cooper S IMAGES


1968 Mini Cooper S WALLPAPERS

Front Wheel Drive Circa 1936

Behold, proof that front wheel drive wasn't something brought to America by the Japanese and Europeans: the Cord 810.

Yes, it's front wheel drive from 1936. It looks great and, really, is there any question as to why they call it the "coffin nose Cord?"
It has retractable headlights that use a hand crank to open. These headlights let the car keep it's streamlined, smooth shape. So did the lack of running boards.

It's rear end is more streamlined and integrated than most other cars of the time.

But besides being stylish, it could also move like a scalded cat.
What are those wonderful, shiny chrome pipes coming out from under the hood? They're the exhaust from the engine, and prove to everyone on the street that you have the optional supercharger.

Power figures are vague, putting the engine anywhere from 170hp to around 200hp. I'd lean more toward 200, because a sedan like this one was clocked at just over 100mph at the Bonneville Salt Flats in 1937.

For the '30s, that's damn fast.

The interior is also "damn" worthy. In a good way.
It's a turned metal dashboard. At the far right is one of the cranks to operate the hidden headlights. There's another one hidden behind the steering wheel.

Ergonomics hadn't been invented yet. Besides, men were more manly in the '30s. They could easily reach across the car and take the time to crank up their headlights.

Surprisingly, I don't believe many of these ran headlong into trees or streetlights.

Just one more thing.
Right under the louvers that form are the "grill" is a small bump and two flat, but rounded, planes. That is where they put the differential (what splits the turning motion to the two wheels) for the front wheel drive system.

That's one of the reasons why I love old cars. Instead of covering up the mechanical components with crappy plastic engine covers, they integrate it into the design.

Okay, I lied. Just one last thing.

While the sedan is a very, very good looking car. There's an even better version out there.

The 812.


It's black. It's low. It's evil at the core. I hate convertibles and yet I still want to own one of these.

It's an incredibly cool car.

Imagine driving this at night, blasting down a narrow road. Under the squared off hood, the supercharger roars, filling the cabin and drowning out the rush of rubber against asphalt. Wind buffets at the canvas top, making it flap in the wind.

Press down on the gas, and the Cord leaps forward, snarling into the darkness. That's when you up-shift, because overdrive is necessary.

All Aston Martins Are Beautiful, Right?

Behold, the car that takes that statement and runs it through the shredder, turning it into little squares: the Aston Martin Lagonda (1976-1989).

It was designed by a man who only knew how to use a ruler, a T-square and two different angled drafting triangles. He probably wanted to make the wheels square as well.

It even had two sets of headlights. One pair that brackets the tiny, stunted grill, and another that pops up. Like this:

Scary, isn't it?

But there's more squareness.

The rear end is typically '70s. Slats for taillights and the whole nine yards. Although, it's the tamest part of the car.

Then there was the interior...

More angles, covered in leather and fitted with wood. This was the best picture I could find, but I've seen others. The rest of the inside is the same, more angles, more leather, but with surprisingly comfortable looking seats.

It was the electrics (like many British cars) that let the Lagonda down. The instrument panel was completely digital, the first one in the world, and it failed constantly.

Gauges, the computer, anything really, would stop working at random moments.

The Lagonda is so bizarre, unreliable, and (with the headlights up) ugly, that anyone should rightly hate it. But I don't. Partly because it's an oddball car, but also because of its profile.

It's so rakish, low slung and swept back.

It would slice through the air, rocketed forward by the massive V8 engine under its hood. When swaddled in its soft, yet angular leather, and cruising at over 100 mph, one knows that overdrive is necessary.

A Box, By Studebaker

Behold, one of the coolest cars in existence: the Studebaker Lark Wagonaire station wagon.

If you've never heard of it, I'm not surprised.

Studebaker was a car manufacturer that went bust in 1966. It was actually the oldest car make at the time, because it originally made the Conestoga wagons that we associate with the Oregon Trail and pioneers.


I'm not calling it the most beautiful thing in the world, but there's something endearing about it's simple lines.

But the best thing is this:

Yes, the back roof slides forward. That, all by itself, makes this car cool.

There was also something else. This station wagon, this little compact (for the 60s), could be ordered with a turbocharged V-8 engine and a four-speed manual.

So a Studebaker, a bit of a dowdy, grandpa-like car, could keep up with the hulking muscle monsters like GTOs, Mustangs and Barracudas.

How awesome is that?

Since the company is no longer with us, this inherent awesomeness didn't translate into sales. In fact, these are the only two decent pictures I could find on the internet.

But the idea didn't die. GMC came out with the Envoy XUV, which had a motorized sliding roof. It lasted from 2003 to 2005.

Perhaps the idea just isn't that practical. People get trucks when they carry something upright.

But think about it. You're driving down the road with your new Frigidaire sticking out of the roof. Wind whistles around its square shape and the turbocharger howls under the hood.

That's when overdrive is necessary.