document_title: Mini

question_text: when did the first mini cooper s come out

question_tokens: when did the first mini cooper s come out

text: Mini

text: Design and development[edit]

text: The Mini came about because of a fuel shortage caused by the 1956 Suez Crisis.[20]  Petrol was once again rationed in the UK, sales of large cars slumped, and the market for German bubble cars boomed, even in countries like Britain where imported cars were still a rarity. The Fiat 500, launched in 1957, was also hugely successful - especially in its native Italy.

text: Leonard Lord, the somewhat autocratic head of BMC, reportedly detested these cars so much that he vowed to rid the streets of them and design a 'proper miniature car'.[21] He laid down some basic design requirements: the car should be contained within a box that measured 10×4×4 feet (3.0×1.2×1.2 m); and the passenger accommodation should occupy 6 feet (1.8 m) of the 10-foot (3.0 m) length; and the engine, for reasons of cost, should be an existing unit.

text: Alec Issigonis, who had been working for Alvis, had been recruited back to BMC in 1955 with a brief from Lord to design a range of technically advanced family cars in the same innovative spirit as his earlier Morris Minor to complement BMC's existing conventional models.[22][23] Issigonis had set out design projects for three cars – large and small family cars and a very small economy car. His initial work was on the largest car, designated XC9001, with the smallest car, XC9003, having the lowest priority despite it being Issigonis' greatest personal interest. With Lord's dictum to produce a bubble car competitor and his revised design requirements being laid down in October 1956, work on XC9001 stopped and XC9003 became the priority. 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 July 1957, they had designed and built the original XC9003 prototype, which was affectionately named "The Orange Box" because of its colour.[8] Leonard Lord approved the car for production on 19 July and XC9003 became project ADO15.

text: The ADO15 used a conventional BMC A-Series four-cylinder, water-cooled engine,[24] but departed from tradition by mounting it transversely, with the engine-oil-lubricated, four-speed transmission in the sump, and by employing front-wheel drive. Almost all small front-wheel-drive cars developed since have used a similar configuration, except with the transmission usually separately enclosed rather than using the engine oil. The radiator was mounted at the left side of the car so that the engine-mounted fan could be retained, but with reversed pitch so that it blew air into the natural low pressure area under the front wing. This location saved vehicle length, but had the disadvantage of feeding the radiator with air that had been heated by passing over the engine. It also exposed the entire ignition system to the direct ingress of rainwater through the grille. Early prototypes used the existing 948 cc A-Series unit but this provided the ADO15 with performance far greater than its price and purpose required – a top speed of over 90mph. The engine was reduced to a new 848cc capacity with a shorter stroke. This reduced power from 37 to 33 bhp and caused a significant drop in torque and so provided more realistic performance, especially when the ADO15 body was widened by 2 inches (5.08 cm) (5 cm) over the XC9003 prototype which blunted the car's top speed while improving its stability and roadholding. Even so, the ADO15 had a top speed of 75 mph, which was better than many other economy cars of the time.

text: The suspension system, designed by Issigonis's friend Dr. Alex Moulton at Moulton Developments Limited, used compact rubber cones instead of conventional springs. This space-saving design also featured rising progressive-rate springing of the cones, and provided some natural damping, in addition to the normal dampers. Built into the subframes, the rubber cone system gave a raw and bumpy ride accentuated by the woven-webbing seats, but the rigidity of the rubber cones, together with the wheels' positioning at the corners of the car, gave the Mini go kart-like handling.

text: Initially an interconnected fluid system was planned, similar to the one that Alec Issigonis and Alex Moulton were working on in the mid-1950s at Alvis. They had assessed the mechanically interconnected Citroën 2CV suspension at that time (according to an interview by Moulton with Car Magazine in the late 1990s),[citation needed]  which inspired the design of the Hydrolastic suspension system for the Mini and Morris/Austin 1100, to try to keep the benefits of the 2CV system (ride comfort, body levelling, keeping the roadwheel under good control and the tyres in contact with the road), but with added roll stiffness that the 2CV lacked. The short development time of the car meant this was not ready in time for the Mini's launch. The system intended for the Mini was further developed and the hydrolastic system was first used on the Morris 1100, launched in 1962; the Mini gained the system later in 1964. As launched the Mini had simpler suspension made from conical springs of solid rubber. These were compact, saving on instrusion into the cabin space, and required no maintenance. The fully independent suspension the rubber cones provided was almost unheard of in low-cost cars of the time. The conical shape gave the springs a progressive action, becoming stiffer at greater degrees of compression. This gave the ADO15 a smooth ride over small bumps but minimised roll and pitch on more uneven surfaces. It also allowed the springs to cope with the huge variance in load between an unladen car (approx. 600 kg or 1300 lbs) and a fully laden one (just over 1000 kg or 2240 lbs, or a 70 per cent increase).

text: Ten-inch (254 mm) wheels were specified, so new tyres had to be developed, the initial contract going to Dunlop. Issigonis went to Dunlop stating that he wanted even smaller, 8 in (203 mm) wheels (even though he had already settled on ten-inch). An agreement was made on the ten-inch size, after Dunlop rejected the eight-inch proposition.

text: Many features were designed into the ADO15's interior to maximise its passenger and luggage space on top of the major savings allowed by the transverse engine and 10-inch wheels. Sliding windows allowed single-skin doors to be fitted, improving elbow room and reducing costs. A bracing bar was fitted across the door frame to brace the single skin and this was later adapted into a large storage bin on each door. Issigonis would later say that he had sized the bins to carry the ingredients of his favourite drink, a dry martini in the correct proportions (one bottle of vermouth and 27 of Gordon's Gin.[22] Similar bins were provided outboard of the rear seats, also serving a dual function of bracing the single-skin body panel. Small items could also be stowed under the rear seats, and early Minis would be sold with optional wicker baskets specially shaped to slot under the seats. The fixed rear parcel shelf contributed to the rigidity of the body shell, although it did preclude fitting the ADO15 with a hatchback. The boot lid was hinged at the bottom so that the car could be driven with it open to increase luggage space. On early cars the number plate was hinged at the top so that it could swing down to remain visible when the boot lid was open. This feature was later discontinued after it was discovered that exhaust gases could leak into the cockpit when the boot was open.

text: The Mini was designed as a monocoque shell with welded seams visible on the outside of the car running down the A and C pillars, and between the body and the floor pan. Those that ran from the base of the A-pillar to the wheel well were described as 'everted' (lit., 'turned outward') to provide more room for the front seat occupants[citation needed]. To further simplify construction, the hinges for the doors and boot lid were mounted externally. This also saved a small amount of cabin space. It also made the ADO15 very easy to assemble from Complete Knock Down kits in overseas markets with only basic industry. Cars could be assembled with minimal use of jigs as the external seams made the panels largely 'self-aligning'. They also allowed panels to be stacked flat on top of one other for easy shipping. As originally built all the structural body panels were welded to the top of the single floor pressing but this caused major problems with water ingress to the cabin and was quickly changed in the first months of production.

text: Early prototypes were fully unitary in construction but the cars broke apart under the high loads from the large lever ratios used with the rubber cone suspension. The design was changed to use steel subframes to carry the drivetrain and suspension for the front and rear. This also simplified production as both subframes could be built up independently and then mated to the already-completed bodyshell. It also opened up the possibility of easily producing variants on the ADO15 as a body of any shape or design could be used provided it could accommodate the subframes.

text: In 1959, BMC and Alec Issigonis won the Dewar Trophy, for the design and production of the Mini.

text: The Mini shape had become so well known that by the 1990s, Rover Group – the heirs to BMC – were able to register its design as a trademark in its own right.[25]

text: Mark I Mini: 1959–67[edit]

text:
Mini “Mark I”
1959 Morris Mini MinorOverviewAlso called
Austin 850 Austin Mini  Austin Partner [26] Austin Seven  Innocenti Mini  [4]  Morris 850  Morris Mini  Riley Elf  Wolseley HornetProduction
1959–67Assembly
United Kingdom  AustraliaDesigner
Sir Alec IssigonisBody and chassisBody style
2-door saloon  2-door estate  2-door van  2-door pickupPowertrainEngine
850 cc (0.9 l) I4  998 cc (1.0 l) I4  1,071 cc (1.1 l) I4   1,275 cc (1.3 l) I4

text: The production version of the Mini was demonstrated to the press in April 1959, and by August several thousand cars had been produced ready for the first sales.[27] The Mini was officially announced to the public on 26 August 1959. Some 2,000 cars had already been sent abroad and were displayed that day in almost 100 countries.[28]

text: The first example, a Morris Mini-Minor with the registration 621 AOK, is on display at the Heritage Motor Centre in Warwickshire.[29] Another early example from 1959 is on display at the National Motor Museum in Hampshire.[30]

text: The Mini was marketed under BMC's two main brand names, Austin and Morris, until 1969, when it became a marque in its own right.[17] The Morris version was known to all as "the Mini" or the "Morris Mini-Minor". This seems to have been a play on words: the Morris Minor was a larger, well known and successful car that continued in production, and minor is Latin for "lesser", so an abbreviation of the Latin word for "least" – minimus – was used for the new even smaller car. One name proposed for the almost identical Austin version was Austin Newmarket, but it was sold as the Austin Seven (sometimes written as SE7EN in early publicity material – with the '7' using the letter V rotated anti-clockwise so it approximated the number 7), which recalled the popular small Austin 7 of the 1920s and 1930s.

text: Until 1962, the cars appeared in North America and France as the Austin 850 and Morris 850, and in Denmark as the Austin Partner (until 1964) and Morris Mascot (until 1981). It was introduced in Australia as Morris 850 only, and then also the Cooper S version as well.  The Morris name Mini (Mini-Minor) was first used for Austin's version by BMC in 1961 when the Austin Seven was rebranded as the Austin Mini,[31] somewhat to the surprise of the Sharp's Commercials car company (later known as Bond Cars), who had been using the name Minicar for their three-wheeled vehicles since 1949. However, legal action was somehow averted,[32] and BMC used the name "Mini" thereafter.[33]

text: In 1964, the suspension of the cars was replaced by another Moulton design, the hydrolastic system. The new suspension gave a softer ride, but it also increased weight and production cost. In 1971, the original rubber suspension reappeared and was retained for the remaining life of the Mini.

text: From October 1965 the option of the unique Automotive Products (AP) designed four-speed automatic transmission became available. Cars fitted with this became the Mini-Matic.

text: Slow at the outset, Mark I sales strengthened across most of the model lines in the 1960s, and production totalled 1,190,000.[34] Ford purchased a Mini and dismantled it to see if they could offer an alternative. Ford determined that the BMC must have been losing around £30 per car, and so decided to produce a larger car – the Cortina, launched in 1962 – as its competitor in the budget market. BMC insisted that the way company overheads were shared out, the Mini always made money.[35] Larger profits came from the popular De Luxe models and from optional extras such as seat belts, door mirrors, a heater and a radio, which would be considered necessities on modern cars, as well as the various Cooper and Cooper S models.

text: The Mini entered into popular culture in the 1960s with well-publicised purchases by film and music stars.[36]

text: The Cooper S version was also used by some British police departments as a plainclothes car.[37]

text:
The first Morris Mini-Minor sold in Texas being delivered to a family in Arlington, Texas, in 1959

1963 Austin Mini

text: Mark II Mini: 1967–70[edit]

text:
Mark II
OverviewAlso called
Morris MiniAustin MiniProduction
1967–70Assembly
Longbridge, Birmingham, EnglandCowley, Oxfordshire, EnglandSeneffe, BelgiumArica, ChilePetone, New ZealandSetúbal, PortugalCape Town, South AfricaPamplona, SpainNovo Mesto, YugoslaviaShah Alam, MalaysiaBody and chassisBody style
2-door saloon2-door estate2-door van2-door truckPowertrainEngine
848 cc (0.8 l) I4998 cc (1.0 l) I41,275 cc (1.3 l) I4

text: The Mark II Mini was launched at the 1967 British Motor Show,[38] and featured a redesigned grille, a larger rear window and numerous cosmetic changes.[34][39][40]  A total of 429,000 Mk II Minis were produced.

text: A variety of Mini types were made in Pamplona, Spain, by the Authi company from 1968 onwards, mostly under the Morris name.  In 1969, a fibreglass version of the Mini Mark II was developed for British Leyland's Chilean subsidiary (British Leyland Automotores de Chile, S.A., originally the independent assembler EMSSA). The bodyshell mould was created by the Peel Engineering Company. Production began in 1970 and continued for a few years; these fibreglass Minis can be recognised by the missing body seams and by larger panel gaps. The Chilean market was never very large and the hyperinflation and political and social collapse led to the 1973 coup The Arica plant was closed in 1974.[41] The reason for the fibreglass body was to enable Leyland to meet very strict requirements for local sourcing, increasing to 70.22% in 1971.[41]

text: Mark III: 1969–76 (ADO20)[edit]

text:
Mark III
1970 MiniOverviewManufacturer
British Leyland Motor CorporationProduction
October 1969–76Assembly
Longbridge plant, EnglandSeneffe, BelgiumPetone, New ZealandSetúbal, PortugalCape Town, South AfricaPamplona, SpainBody and chassisBody style
2-door Saloon  2-door Pick-up  2-door VanLayout
Front wheel drivePlatform
ADO20PowertrainEngine
848 cc (0.8 l) I4998 cc (1.0 l) I41,275 cc (1.3 l) I4Transmission
4-speed manualDimensionsWheelbase
2.04 mLength
3.06 mWidth
1.42 mHeight
1.36 mKerb weight
848cc = 610kg  1275cc = 645kgChronologyPredecessor
Mark IISuccessor
Mark IV

text: The Mark III Mini had a modified bodyshell with enough alterations to see the factory code change from ADO15 to ADO20 (which it shared with the Clubman). The most obvious changes were larger doors with concealed hinges. Customer demand led to the sliding windows being replaced with winding windows—although some Australian-manufactured Mark I Minis had adopted this feature in 1965 (with opening quarterlight windows). The suspension reverted from Hydrolastic to rubber cones[42] as a cost-saving measure.[43]  (The 1275 GT and Clubman would retain the hydrolastic system until June 1971 when they, too, switched to the rubber cone suspension of the original Minis.[42])

text: Production at the Cowley plant was ended, and the simple name Mini completely replaced the separate Austin and Morris brands.[44] In April 1974 a heater became standard equipment on the entry level Mini 850 as well, having by then already been included in the standard specification of the other models for some time.[42]

text: In the late 1970s, Innocenti introduced the Innocenti 90 and 120, Bertone-designed hatchbacks based on the Mini platform. Bertone also created a Mini Cooper equivalent, christened the Innocenti De Tomaso, that sported a 1275 cc engine similar to the MG Metro engine, but with an 11-stud head, a special inlet manifold, and used the "A" clutch instead of the "Verto" type. It also used homokinetic shafts instead of rubber couplings.

text: The Mini was still popular in Britain, but appeared increasingly outdated in the face of newer and more practical rivals. Since the late 1960s, plans had been in place for a newer and more practical supermini to replace it, though the Mini was still the only car of this size built by British Leyland for the home market.

text: Mark IV and onwards: 1976–2000[edit]

text:
Mk IV
Rover Mini from 1988[19]OverviewProduction
1976–83Assembly
Longbridge plant, Birmingham, EnglandZetland, New South Wales, AustraliaSeneffe, BelgiumPetone, New ZealandSetúbal, PortugalCape Town, South AfricaPamplona, SpainBody and chassisBody style
2-door saloon2-door van2-door truckPowertrainEngine
998 cc (1.0 l) I41,098 cc (1.1 l) I41,275 cc (1.3 l) I4

text: The Mark IV was introduced in 1976, even 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. Twin stalk indicators were introduced with larger foot pedals. From 1977 onwards, the rear indicator lamps had the reverse lights incorporated in them. In 1980, the engine was upgraded to the improved A-Plus unit from the new Metro. This was then followed by a number of later incremental developments:

text: In 1978, the Mini was one of the key cars made available to disabled motorists under the new Motability scheme.[45]

text: 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.

text: Although the Mini continued to be produced after the Metro's launch, production volumes were reduced as British Leyland and successor combine Rover Group concentrated on the Metro as its key supermini. 1981 was the original Mini's last year in the top ten of Britain's top selling cars, as it came ninth and the Metro was fifth. The arrival of the Metro also saw 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. During the early 1980s the Mini received many mechanical upgrades which were shared with the Metro, such as the A-Plus engine, 12-inch wheels with front disc brakes, improved soundproofing and quieter, stronger transmissions. This not only modernised the Mini but, because many of its major sub-assemblies were now shared with the Metro, made it very cost-effective to produce despite falling sales volumes. The Mini's 25th anniversary fell in 1984 and British Leyland produced a 'Mini 25' limited edition model, both to mark the occasion and to publicise the recent upgrades to the model. This marked the start of a turnaround in the Mini's fortunes. Basic models such as the City and the City E (using the economy-tuned drivetrain from the Metro HLE) filled in the bottom of the Austin-Rover range and still found buyers who wanted a compact city car that was easy to park and cheap to run. Low purchase and running costs also made the Mini continually popular as a first car for younger drivers, and Austin-Rover introduced a steady stream of limited editions with bright paint colours, body graphics and trim to appeal to this market. The Mini was also becoming prized as a characterful and nostalgic car in its own right, and the London Collection of limited edition models were more upmarket and luxurious and named after affluent or fashionable parts of London. These marketing strategies proved very successful - Mini production actually saw modest increases through the mid-1980s, from 34,974 in 1985 to 35,280 in 1985 and 39,800 in 1986. By 1990, with the reintroduction of the very popular Cooper model, Mini production would pass 40,000. In 1988 Austin Rover decided to keep the Mini in production for as long as it was viable to do so, putting an end to reports that it would be discontinued by 1991 – by which time the original Metro would also be replaced.

text: The fibreglass Mini built in Chile from 1970 until 1974 was not the only fibreglass version: in the summer of 1991, a fibreglass bodied Mini again entered production, this time in Venezuela. The producer, Facorca, intended to sell the car in the Caribbean and Central America, and also had plans for Brazilian assembly.[46]

text:
Mk V
Mini City EOverviewProduction
1984–89Assembly
Longbridge plant, Birmingham, EnglandBody and chassisBody style
2-door saloonPowertrainEngine
998 cc (1.0 l) I41,275 cc (1.3 l) I4

text:
Mk VI
OverviewProduction
1990–95Assembly
Longbridge plant, Birmingham, EnglandVenezuelaBody and chassisBody style
2-door saloonPowertrainEngine
1,275 cc (1.3 l) I4

text:
Mk VII
OverviewProduction
1996–2000Assembly
Longbridge, Birmingham, EnglandBody and chassisBody style
2-door saloonPowertrainEngine
1,275 cc (1.3 l) I4

text:
Mark V (from 1984): all cars had 8.4-inch (210 mm) brake discs and plastic wheel arches (Mini Special arches) but retained the same Mark IV body shell shape. The Mini Cooper was relaunched in 1989, 20 years after the demise of the original model. Once again, it featured the long-running 1275cc engine which had featured on the original Mini Cooper, as well as on numerous other BMC/BL/ARG models.
Mark VI (from 1990): the engine mounting points were moved forward to take 1275 cc power units, and includes the later HIF (Horizontal Integral Float) version of the SU (Skinners Union) carb, plus the single point fuel injected car which came out in 1991. The 998 cc power units were discontinued. An internal bonnet release was fitted from 1992.
Mark VII (from 1996): was the final version, twin point injection with front-mounted radiator. Full-width dashboard replaces the original shelf, internal bonnet release. Introduction of airbag on driver's side. The basic Mini was the 1.3i, the other model in the range being the Mini Cooper. The end of production in October 2000 not only signalled the end of original Mini production after 41 years, but also brought about the demise of the 1275cc engine which had powered the Mini and numerous other BL/BMC/ARG cars for more than 30 years.

text: Variants[edit]

text: The popularity of the original Mini spawned many models that targeted different markets.

text: Wolseley Hornet and Riley Elf (1961–69)[edit]

text:
Released in 1961 as more luxurious versions of the Mini, both the Wolseley Hornet and the Riley Elf had longer, slightly finned rear wings and larger boots that gave the cars a more traditional three-box design.
Wheelbase of the Elf and Hornet remained at 2.036 m (6.68 ft), whereas the overall length was increased to 3.27 m (10.7 ft). This resulted in a dry weight of 638 kg (1,407 lb)/642.3 kg (1,416 lb) (rubber/hydrolastic suspension) for the Elf and 618 kg (1,362 lb)/636.4 kg (1,403 lb) for the Hornet.[47]
Front-end treatment, which incorporated each marque's traditional upright grille design (the Hornet's grille with a lit "Wolseley" badge), also contributed to a less utilitarian appearance. The cars had larger-diameter chrome hubcaps than the Austin and Morris Minis, and additional chrome accents, bumper overriders and wood-veneer dashboards. The Riley was the more expensive of the two cars.[48]  The name "Wolseley Hornet" was first used on 1930s saloon, coupé, sports and racing cars, while the name "Elf" recalled the Riley Sprite and Imp sports cars, also of the 1930s (Riley's first choice of name "Imp" could not be used as Hillman had registered it). The full-width dashboard was a differentiator between the Elf and Hornet. This dashboard was the idea of Christopher Milner the Sales Manager for Riley.
Both the Riley Elf's and Wolseley Hornet's bodies were built at Fisher & Ludlow under their "Fisholow" brandname. Plates in the engine compartment on the right side fitch plate bear evidence of this speciality.
Very early Mark I versions of both cars (e.g. press photo of 445MWL) had no overriders on the bumpers and a single piece front wing (A-panel and wing in one piece, no outside seam below scuttle panel) that was soon given up again, allegedly due to cost. The Elf's and Hornet's special bumper overriders first appeared in 1962.
Early production Mark I's also had a combination of leather and cloth seats (Elf R-A2S1-101 to FR2333, Hornet W-A2S1-101 to FW2105) whereas all later models had full leather seats.[49]  Mark I models were equipped with single leading shoe brakes on the front.

text: Both the Elf and the Hornet went through three engine versions. Initially, they used the 848 cc (51.7 cu in) 34 bhp (25 kW) engine (engine type 8WR)[47] with a single HS2 carburettor, changing to a single HS2 carburettor 38 bhp (28 kW) version of the Cooper's 998 cc (60.9 cu in) power unit (engine type 9WR)[47] in the Mark II in 1963. This increased the car's top speed from 71 to 77 mph (114 to 124 km/h). Therefore, Mark II cars also came with increased braking power in the form of front drum brakes with twin leading shoes to cope with the increased power output. Both Mark I and Mark II featured four-speed gearboxes (three synchromesh gears) with rod gear change, a.k.a. "magic wand" type. Automatic gearboxes became available on the Mark II in 1965 as an option. The Mark III facelift of 1966 brought wind-up windows and fresh-air fascia vents. Concealed door hinges were introduced two years before these were seen on the mainstream Mini. The gear selecting mechanism was updated to the rod type, as seen on all later Mini type cars. Automatic gearboxes were available to the Mark III in 1967 again. Full-four synchromesh gearing was eventually introduced during 1968. 30,912 Riley Elfs and 28,455 Wolseley Hornets were built.[34] Production of both models ceased in late 1969.

text: Vehicle Identification – Serial Number Prefix Letter Code:

text:
First prefix letter – name: R-Riley, W-Wolseley
Second prefix letter – engine type: A
Third prefix letter – body type: 2S – 2-door Saloon
Fourth prefix – series of model: 1 – 1st series, 2 – 2nd series, 3 – 3rd series
Fifth prefix (used to denote cars different from standard right hand drive): L – left hand drive

text: Code example: R-A2S1-154321 (Riley, A type engine, 2 door saloon, 1st series, serial number "154321")[49]

text: Morris Mini Traveller and Austin Mini Countryman (1960–69)[edit]

text: These models were two-door estate cars with double "barn"-style rear doors. Both were built on a slightly longer chassis of 84 inches (2.1 m) compared to 80.25 inches (2.038 m) for the saloon.

text:
The early Morris Mini Traveller and Austin Mini Countryman cars had an internal fuel tank located on the left hand side of the rear load area.  This is identifiable by the fuel filler cap being on the left hand side of the car just below the rear window.
In October 1961 the fuel tank was relocated to the underneath of the car and the filler cap was moved to low down on the right hand side of the car – the same configuration that was already in use on the Mini Van.

text:
From the start of production both models had a decorative, non-structural, ash wood trim on the rear body, in the style of a pre-war shooting-brake. This gave the car a similar appearance to the larger Morris Minor Traveller and gave rise to these cars simply being called a woodie.  It is a popular misconception that the difference between the Traveller and the Countryman is the wood trim.
An all steel version of both the Traveller and the Countryman without the wood trim was launched for export markets in April 1961 and for the home market in October 1962, but the woodie version remained more popular.

text: In October 1967 the Mk2 version was launched with the same changes as the saloon.

text: Approximately 108,000 Austin Mini Countrymans and 99,000 Morris Mini Travellers were built.[34]  Variations of this model were also built in South Africa, by Innocenti in Italy and by Industria de Montagem de Automoveis in Portugal.

text: The Mini Traveller and Countryman Register was created in 2009 to help locate and preserve the remaining Mini Traveller and Countryman cars.

text: Mini Van (1960–83) [edit]

text: The Mini Van was a commercial panel van (in US English, a sedan delivery) rated at ¼-ton load capacity. Built on the longer Traveller chassis but without side windows, it proved popular in 1960s Britain as a cheaper alternative to the car: it was classed as a commercial vehicle and as such carried no sales tax. A set of simple stamped steel slots served in place of a more costly chrome grille. The Mini Van was renamed as the Mini 95 in 1978, the number representing the gross vehicle weight of 0.95 tons. 521,494 were built.

text: Mini Moke (1964–89)[edit]

text: A utility vehicle intended for the British Army was built with a twin-engined 4-wheel-drive. Although the 4WD Moke could climb a 1:2 gradient, it lacked enough ground clearance for military use.[50] The single-engined front-wheel-drive Moke enjoyed some popularity in civilian production. About 50,000 were made in total,[34] from 1964 to 1968 in the UK, 1966 to 1982 in Australia and 1983 to 1989 in Portugal.[51] The Moke was marketed in holiday locations such as Barbados and Macau, where they were also used as police cars. "Moke" is archaic British slang for a donkey.

text: Mini Pick-up (1961–83)[edit]

text: A pick-up truck (technically a coupé utility by definition[citation needed]), 11 ft (3.4 m) in total length was built on the longer Mini Van platform, with an open-top rear cargo area and a tailgate. The factory specified the weight of the Pick-up as less than 1,500 lb (680 kg) with a full 6 imperial gallons (27 l; 7.2 US gal) tank of fuel.

text:
As with the Van, the Pick-up had stamped metal slots for airflow into the engine compartment. The Pickup was basic, although the factory brochure described a "fully equipped Mini Pick-up is also available which includes a recirculatory heater." Passenger-side sun visor, seat belts, laminated windscreen, tilt tubes and cover were also available at extra cost.[52]
Like the van, the Pick-up was renamed as the Mini 95 in 1978.

text: A total of 58,179 Mini Pick-up models were built.[34]

text: Morris Mini K (March 1969 – August 1971, Australia only)[edit]

text: Built in the Australian British Motor Corporation factory at Zetland, New South Wales, using 80% local content, the Morris Mini K was advertised as the "great leap forward".[53] The Mini K ('K' standing for Kangaroo) had a 1098 cc engine and was the last round-nosed model to be produced in Australia, originally priced at A$1780. The Mini K was offered in 2-door saloon [54] and 2-door van body styles.[55]  It was distinctive in having wind-up windows and a swivelling quarterlight in Mk.I-style externally hinged doors. A small round sticker with a kangaroo logo was placed on the triangular panel between the door and the front body seam.  The "Kangaroo" name was supposedly coined because it is claimed that a kangaroo can go all day without drinking which the advertisers used to emphasise the frugal fuel consumption and, possibly, larger fuel tank.

text: Mini Cooper and Cooper S: 1961–1971; 1990–2000[edit]

text: Issigonis' friend John Cooper, owner of the Cooper Car Company and designer and builder of Formula One and rally cars, saw the potential of the Mini for competition. Issigonis was initially reluctant to see the Mini in the role of a performance car, but after John Cooper appealed to BMC management, the two men collaborated to create the Mini Cooper. The Austin Mini Cooper and Morris Mini Cooper debuted in September 1961.[22][56][57]

text: The 848 cc (51.7 cu in) engine from the Morris Mini-Minor was given a longer stroke to increase capacity to 997 cc (60.8 cu in) increasing power from 34 to 55 bhp (25 to 41 kW).[24] The car featured a race-tuned engine, twin SU carburettors, a closer-ratio gearbox and front disc brakes, uncommon at the time in a small car. One thousand units of this version were commissioned by management, intended for and designed to meet the homologation rules of Group 2 rally racing. The 997 cc engine was replaced by a shorter stroke 998 cc unit in 1964. In 1962, Rhodesian John Love became the first non-British racing driver to win the British Saloon Car Championship driving a Mini Cooper.

text: A more powerful Mini Cooper, dubbed the "S", was developed in tandem and released in 1963. Featuring a 1071 cc engine with a 70.61 mm bore and nitrided steel crankshaft and strengthened bottom end to allow further tuning; and larger servo-assisted disc brakes, 4,030 Cooper S cars were produced and sold until the model was updated in August 1964. Cooper also produced two S models specifically for circuit racing in the under 1,000 cc and under 1,300 cc classes respectively, rated at 970 cc (59 cu in) and a 1,275 cc (77.8 cu in), both had a 70.61 mm (2.780 in) bore and both were also offered to the public. The smaller-engine model was not well received, and only 963 had been built when the model was discontinued in 1965. The 1,275 cc Cooper S models continued in production until 1971.

text: Sales of the Mini Cooper were as follows: 64,000 Mark I Coopers with 997 cc or 998 cc engines; 19,000 Mark I Cooper S with 970 cc, 1,071 cc or 1,275 cc engines; 16,000 Mark II Coopers with 998 cc engines; 6,300 Mark II Cooper S with 1,275 cc engines. There were no Mark III Coopers and just 1,570 Mark III Cooper S.

text: In 1971, the Mini Cooper design was licensed in Italy by Innocenti and in 1973 to Spain by Authi (Automoviles de Turismo Hispano-Ingleses), which began to produce the Innocenti Mini Cooper 1300 and the Authi Mini Cooper 1300, respectively. The Cooper name was discontinued from the UK Mini range at this time.

text: A new Mini Cooper named the RSP (Rover Special Products) was briefly relaunched in 1990–91, with slightly lower performance than the 1960s Cooper. It proved popular and a new Cooper-marked Mini went into full production in late 1991. To meet emission standards, Coopers from 1992 on were fitted with a fuel-injected version of the 1,275 cc engine, and in 1997 a multi-point fuel injected engine was introduced, along with a front-mounted radiator and various safety improvements.[58] "I love my Mini Cooper," remarked Madonna in 2003. "I was too scared to drive a big car in London."[59]

text: Mini Clubman and 1275 GT: 1969–80[edit]

text:
Mini Clubman  Mini 1275 GT
1980 Mini ClubmanOverviewProduction
1969–80Assembly
Longbridge, Birmingham, EnglandSetúbal, Portugal, Petone, New ZealandBody and chassisBody style
2-door saloon  2-door estatePowertrainEngine
1,098 cc (1.1 l) I4998 cc (1.0 l) I4  1,275 cc (1.3 l) I4

text: In 1969, under the ownership of British Leyland, the Mini was given a facelift by stylist Roy Haynes, who had previously worked for Ford. The restyled version was called the Mini Clubman, and has a squarer frontal look, using the same indicator/sidelight assembly as the Austin Maxi. The Mini Clubman was intended to replace the upmarket Riley and Wolseley versions. A new model, dubbed the 1275 GT, was slated as the replacement for the 998 cc Mini Cooper (the 1,275 cc Mini Cooper S continued alongside the 1275 GT for two years until 1971). The Clubman Estate replaced the Countryman and Traveller. The original "round-front" design remained in production alongside the Clubman and 1275 GT.

text: Production of the Clubman and 1275 GT got off to a slow start because the cars incorporated "lots of production changes" including the relocation of tooling from the manufacturer's Cowley plant to the Longbridge plant: very few cars were handed over to customers before the early months of 1970.[60]

text: Early domestic market Clubmans were still delivered on cross-ply tyres despite the fact that by 1970 radials had become the norm for the car's mainstream competitors.[60]  By 1973 new Minis were, by default, being shipped with radial tyres, though cross-plies could be specified by special order, giving British buyers a price saving of £8.[61]

text: The 1275 GT is often incorrectly described as the "Mini Clubman 1275 GT". The official name was always just the "Mini 1275 GT", and it was a separate, distinct model from the Clubman (although it shared the same frontal treatment as the Mini Clubman, and was launched at the same time).

text: In 1971, the 1,275 cc Mini Cooper S was discontinued in the UK, leaving the Mini 1275 GT as the only sporting Mini on sale for the rest of the decade. Innocenti in Italy, however, continued making their own version of the Mini Cooper for some time. While the UK built 1275 GT was not nearly as quick as a 1275 Mini Cooper S, it was cheaper to buy, run, and insure. It was the first Mini to be equipped with a tachometer. It also featured a standard-fit close-ratio gearbox, and initially had 10 inch (25.4 cm) Rostyle wheels covering the 7.5inch (19.05 cm) Cooper S type disc brakes, and a boot board, both were dropped in 1974. Performance of the 1275GT was lively for the time, achieving 0–60 mph (97 km/h) in 12.9 seconds, and the excellent midrange torque offered a 30–50 mph (48–80 km/h) time in top gear of only nine seconds. The bluff front, however, meant that the model struggled to reach 90 mph (140 km/h).

text: Throughout the 1970s, British Leyland continued to produce the classic 1959 "round-front" design, alongside the newer Clubman and 1275 GT models. The long-nose Clubman and 1275 GT offered better crash safety, were better equipped, and had better under-bonnet access, but they were more expensive and aerodynamically inferior to the original 1959 design. The Mini Clubman and 1275 GT were replaced in 1980 by the new hatchback Austin Metro, while production of the original "round-front" Mini design continued for another 20 years. At the end of Clubman and 1275 GT production, 275,583 Clubman saloons, 197,606 Clubman Estates and 110,673 1275 GTs had been made.[34]

text: Australia[edit]

text: For the Australian market, all Minis including the Van gained the Clubman front in 1971 although the car was still basically a Mk I behind the A-Pillar.[62] The Australian van thus became the only Clubman Van produced anywhere in the world.[62] From mid-1971 to the end of 1972, a Clubman GT version of the saloon was produced.[63]  This was essentially a Cooper S in Clubman body, equipped with the same 7.5-inch (190 mm) disc brakes, twin fuel tanks, and twin-carburettor Cooper S 1,275 cc engine. Australian Clubman saloons were marketed under the Morris Mini Clubman name when introduced in August 1971,[64] and as the Leyland Mini, without the Clubman name, from February 1973.[5]

text: To end Mini production in Australia, a limited edition runout model was produced − the 1275LS. Fitted with a pollution control 1,275 cc engine sourced from Europe, the LS had a single 1.5-inch (38 mm) carburettor and 8.4-inch (210 mm) disc brakes. Production of this model commenced in July 1978 and concluded in October 1978 with an approximate total of 810 vehicles produced.

text: End of production[edit]

text: Throughout the 1980s and 1990s the British market received numerous "special editions" of the Mini, which shifted the car from a mass-market item into a fashionable icon. It was this image that perhaps helped the Mini become such an asset for BMW, which later bought the remnants of BMC as the Rover Group. It was even more popular in Japan, which took the lion's share of the circa 40,000 Minis produced annually in the early 1990s.[46] It was seen there as a retro-cool icon, and inspired many imitators. The ERA Mini Turbo was particularly popular with Japanese buyers.

text: In 1994, under Bernd Pischetsrieder, a first cousin once removed of Issigonis, BMW took control of the Rover Group, which included the Mini, fitting an airbag to comply with European legislation.

text: By March 2000, Rover was still suffering massive losses, and BMW decided to dispose of most of the companies. The sell-off was completed in May that year. MG and Rover went to Phoenix, a new British consortium; and Land Rover was sold to Ford Motor Company. BMW retained the Mini name and the planned new model, granting Rover temporary rights to the brand and allowing it to manufacture and sell the run-out model of the old Mini. By April 2000, the range consisted of four versions: the Mini Classic Seven, the Mini Classic Cooper, the Mini Classic Cooper Sport and—for overseas European markets—the Mini Knightsbridge. The last Mini (a red Cooper Sport) was built on 4 October 2000 and presented to the British Motor Industry Heritage Trust in December of that year.[8]  A total of 5,387,862 cars had been manufactured, nearly 1.6million of which were sold in Britain, although the majority of these were sold at least 20 years before the Mini's demise, meaning that the majority of those sold had been scrapped before the end of the original Mini's production life.[34]

text: After the last of the Mini production had been sold, the 'Mini' name passed to BMW ownership. Mini Hatch, the new model made by BMW, is technically unrelated to the old car but retains the classic transverse four-cylinder, front-wheel-drive configuration and "bulldog" stance of the original.

text: The last Mini to leave the Longbridge plant did so in 2012, when a 1970s 1275GT which was used by staff to travel around the car plant was recovered from the disused tunnels under the plant. The car was damaged by a storage container falling on it and had been left without an engine or gearbox for around 30 years before being recovered during work to infill the tunnels. This car was sold at auction in July 2013 for £1400.[65]

text: Timeline[edit]

text:
August 1959: Introduction of the Austin Seven, Morris Mini-Minor and Morris Mini-Minor DL 2-door saloons, all with transversely mounted 848 cc engine and 4-speed manual gearbox.
1960: Introduction of the Austin Seven Countryman and Morris Mini-Minor Traveller 3-door estates, both with 848 cc engine from the saloon models. 116,667 cars built in the first full year of production.
1961: Introduction of the Austin Seven Super and Morris Mini-Minor Super 2-door saloons.
1961: Introduction of the Austin Mini Cooper and Morris Mini Cooper 2-door saloon, both with larger 997 cc 55 bhp (41 kW) engine.
October 1961: Introduction of Riley Elf and Wolseley Hornet variants [66]
January 1962: All former Austin Seven models now officially called Austin Mini.
March 1962: pvc seat covers replaced cloth upholstery on entry level model ("basic Mini").[67]
1962: "De Luxe" and "Super" designations discontinued.  "Super de Luxe" designation introduced. Modified instrument panel now included oil pressure and water temperature gauges.[67]
March 1963: Introduction of the Austin Mini Cooper 1071 S and Morris Mini Cooper 1071 S 2-door saloons, both with larger 1071 cc 70 bhp (52 kW) engine.
1964: Introduction of the Mini Moke.
April 1964: Introduction of the Austin and Morris Mini-Cooper 998, Mini-Cooper 970 S and Mini-Cooper 1275 S. 1275 S models have 1275 cc 76 bhp (57 kW) engine. Automatic transmission available as an option for the 998 cc Austin Mini-Cooper 998 and 1275 S. Previous Mini-Cooper 997 and 1071 S models dropped.
1965: Mini Cooper 970 S discontinued.
October 1965: Automatic transmission now available as an option on standard Austin/Morris Mini and Morris Mini SDL.
October 1967: Mark 2 range launched with facelift and upgraded equipment. Austin Mini range as follows: 850, 1000, Cooper 998 and Cooper 1275 S 2-door saloons and 1000 Countryman 3-door estate. Morris Mini range as follows: 850, 850 SDL, 1000 SDL, Cooper 998 and Cooper 1275 S 2-door saloons and 1000 Traveller 3-door estate. Optional automatic transmission available on all Austin models (except 850) and Morris Mini 1000 SDL saloon.
September 1968: Manual four speed gear box with synchromesh on all four forward ratios introduced.[42]
March 1969: Launch of the Morris Mini K an Australian-only model manufactured in the Australian British Motor Corporation factory at Zetland NSW using 80% local content
August 1969: Riley Elf and Wolseley Hornet variants discontinued [66]
October 1969: Separate Austin and Morris badging now merged into Mini 850/Mini 1000 badging. Range reduced to: 850, 1000, Clubman, Cooper S and 1275 GT 2-door saloon and Clubman 3-door estate. Optional automatic transmission available on all except 1275 GT.
1980: The Mini becomes the Austin Mini.[19]
1988: The Austin Mini becomes the Rover Mini.[19]
October 2000: Mini production ends [68]

text: Limited editions[edit]

text: From the Mark IV onward, many special limited-production editions of the Mini were offered. These included models that were created to commemorate racing victories or to celebrate an anniversary of the Mini marque. Limited editions generally came equipped with a unique combination of interior and exterior trim and special decals. Examples include Mini 1100 Special, Mini 1000 Special HL (only available in silver colour with black vinyl roof, black cloth upholstery seats with head restraints and walnut interior trim, for Portugal market only),[69] Mini Rio, Mini Mayfair, Mini Park Lane, Mini Cooper RSP, Mini Flame, Mini Red Hot, Mini Jet Black, Mini Racing and the Mini Monza. There was also a version inspired by The Italian Job, a 1969 film famous for having a trio of Minis in its epic closing car chase.

text: Concepts and unproduced prototypes[edit]

text: From 1967 to 1979, Issigonis had been designing a replacement for the Mini in the form of an experimental model called the 9X.[22] It was longer and more powerful than the Mini, but due to politicking inside British Leyland (which had now been formed by the merger of BMC's parent company British Motor Holdings and the Leyland Motor Corporation), the car did not reach production.

text: A number of prototypes produced for vehicles based on the Mini but which never saw production are held and sometimes displayed at the British Heritage Motor Centre museum at Gaydon, Warwickshire. These included the Twini, a re-engineered four-wheel-drive Moke with two engines—one at the front and another at the back; the Austin Ant, a second attempt to produce a four-wheel-drive vehicle, this time using a transfer case; and a two-seater convertible MG edition of the Mini, cancelled due to it being perceived as competition for the MG Midget.

text: In 1992, a project considering possible improvements to the Mini was started. Codenamed Minki ("Mini" plus K-Series engine), it included a redesigned dashboard, a two-piece rear door or tailgate instead of a boot, fold down rear seats, Hydragas suspension and a 3-cylinder version of the K-Series engine with a 5-speed gearbox.[70] However, the project was cancelled by management within Rover, who decided that the cost of engineering the changes, and achieving compliance with modern crash testing standards, was too great for the production volumes that could be expected of an updated Mini.

text: In 1995 the idea to update the Mini again surfaced but this time with BMW management. As part of the process of deciding how to replace the Mini, a vehicle representing what the current Mini could have become, if it had been developed further over its production history, was commissioned.[70] This resulted in the Minki-II, designed to house the 1.4L MPI K-Series engine with an extensive redesign inside, but without the original Minki's tailgate. The car had to be widened by 50mm and lengthened by 50mm to accommodate the new engine and gearbox, with Hydragas suspension and dashboard from a Rover 100. The Minki-II was used for Hydragas development work, this suspension being considered at the time for the R59 project, later to become the Mini Hatch.

text: Kit cars and customisation[edit]

text: The cheapness and availability of used Minis make it a candidate for body replacement. There are over 120 Mini-based kit cars from various small companies and individual enthusiasts.

text: Motorsport[edit]

text: BMC operated a Competition Department at Abingdon, Oxfordshire, under the control of Stuart Turner, which built specially prepared Minis (mostly based on Cooper and Cooper S versions) to compete in international rallies and other motorsport. This department played a key role in ensuring the Mini's huge success in motorsport throughout the 1960s, in particular, winning the Monte Carlo Rally in 1964, 1965 and 1967, the 1000 Lakes Rally in 1965, 1966 and 1967, and dominating all of the first 9 positions in the 1966 Gallaher 500 at Bathurst.

text: The car also won the 1961, 1962, 1969, 1978 and 1979 British Saloon Car Championship season, as well as the British Rally Championship in 1962, 1963 and 1970, the European Rally Championship in 1965 and 1966, and won the Finnish Rally Championship in 1965 and 1966.[71] Minis also won the 1965 Lowood 4 Hour endurance race, and the final Finnish Grand Prix in 1963. The Cooper S also had some success in the European Touring Car Championship, winning in 1964 and 1968, the Guia Race of Macau (a 1-2-3 finish in 1965, a 1–2 finish in 1970 and a win in 1972), and the Australian Touring Car Championship, winning its class in 1962, 1963, 1964, 1966, 1967 and 1968. A further title was the 1971 Sun-7 Chesterfield Series. The Mini also enjoyed class wins at the 1963 Armstrong 500, repeating this feat every year until 1969, and having class wins at the 1964, 1965 and 1971 Sandown 250, and Six Hour Le Mans in 1963, 1964, 1965, 1966, 1967, 1968, 1969, 1970 and 1972, as well as the 1971 Phillip Island 500K. The car also won the Welsh Sports and Saloon Car Championship in 1998. Mini Leyland came 4th place in the under-2-litre category in the 1966, 1967 and 1969 Trans-Am seasons, improving to 3rd in 1970.

text: The Mini Cooper S won the Monte Carlo Rally in 1964, 1965 and 1967.[72] Minis initially placed first, second and third in the 1966 rally as well, but were disqualified after a controversial decision by the judges. The disqualification related to the use of a variable resistance headlamp dimming circuit in place of a dual-filament lamp.[73] Fourth placed Roger Clark's Ford Cortina was disqualified for the same reason, along with six other cars.  The fifth car past the finishing line, a Citroën DS, a model that had won the race previously, was awarded first place – the DS had similar headlamps, but these were standard production equipment on the car – in line with the letter of the rules.[74] The driver of the Citroën, Pauli Toivonen, felt that he hadn't really "won" the rally.[75]  BMC probably received more publicity from the disqualification than they would have gained from a victory.[76]

text:
Monte Carlo Rally results for Mini.[72]

Year
Driver
Co-driver
Result

1962
Pat Moss
Ann Wisdom
Ladies' Award

1963
Rauno Aaltonen
Tony Ambrose
3rd

1964
Paddy Hopkirk
Henry Liddon
Winner

Timo Mäkinen
Patrick Vanson
4th

1965
Timo Mäkinen
Paul Easter
Winner

1966
Timo Mäkinen
Paul Easter
(disqualified)

Rauno Aaltonen
Tony Ambrose
(disqualified)

Paddy Hopkirk
Henry Liddon
(disqualified)

1967
Rauno Aaltonen
Henry Liddon
Winner

1968
Rauno Aaltonen
Henry Liddon
3rd

Tony Fall
Mike Wood
4th

Paddy Hopkirk
Ron Crellin
5th

text: In rallycross, the Mini finished on the podium in the first ever race, at Lydden Hill Race Circuit in February 1967, winning races in the FIA European Rallycross Championship in 1974 and 1975. The car competed as late as the 1979 Australian Rallycross Championship.

text: The Se7ens is the UK's longest running one make motor racing championship, having been introduced in 1966.[77] As of 2014, classic Minis are still raced, with other one make races in the UK,[78][79] Europe[80] and Asia,[81] and in classic events such as the Goodwood Members Meeting. In 2012 a Mini broke the land speed record. A Mini was used to set a record at the Chateau Impney Hill Climb.[82]

text: International Rally victories[edit]

text:
Season

Event

Driver

1960

 Cork 20 Rally

 Sheila O'Clery

1962

 Circuit of Ireland Rally

 Paddy Hopkirk

1962

 Tulip Rally

 Pat Moss

1962

 Rally Sweden

 Bengt Söderström

1962

 Rallye de Baden-Baden

 Pat Moss

1964

 Monte Carlo Rally

 Paddy Hopkirk

1964

 Rally Isle of Man

 Dave Friswell

1964

 Tulip Rally

 Timo Mäkinen

1964

 Cork 20 Rally

 Paul O'Flynn

1965

 Monte Carlo Rally

 Timo Mäkinen

1965

 1000 Lakes Rally

 Timo Mäkinen

1965

 Belgium Ypres Westhoek Rally

 Jean Pierre Vandermeersch

1965

 Circuit of Ireland Rally

 Paddy Hopkirk

1965

 Rally Poland

 Rauno Aaltonen

1965

 RAC Rally

 Rauno Aaltonen

1965

 Rally Isle of Man

 Tony Fall

1965

 Rallye International de Madagascar

 Duclos

1966

 1000 Lakes Rally

 Timo Mäkinen

1966

 Circuit of Ireland Rally

 Tony Fall

1966

 Rally Poland

 Tony Fall

1966

 Scottish Rally

 Tony Fall

1966

 Tulip Rally

 Rauno Aaltonen

1966

 Rallye International de Madagascar

 Ramaroson

1966

 Munich-Vienna-Budapest

 Timo Mäkinen

1967

 Monte Carlo Rally

 Rauno Aaltonen

1967

 1000 Lakes Rally

 Timo Mäkinen

1967

 Acropolis Rally

 Paddy Hopkirk

1967

 Circuit of Ireland Rally

 Paddy Hopkirk

1967

 Rally Isle of Man

 Norman Harvey

1967

 Alpine Rally

 Paddy Hopkirk

1967

 Geneva Rally

 Tony Fall

1972

 Rally New Zealand

 Andrew Cowan

text: British Saloon Car Championship titles[edit]

text:
Season

Driver

Wins

Points

1961

 John Whitmore

3

53

1962

 John Love

7

52

1969

 Alec Poole

7

76

1978

 Richard Longman

11

100

1979

 Richard Longman

10

97

text: European Touring Car Championship titles[edit]

text:
Season

Driver

1

2

3

4

5

6

7

8

9

10

11

Points

Position

1964

 Warwick Banks

7
7
-
7
3
7
7
7
7
7
7

66

1

1968

 John Handley

6
(2)
6
6
(2)
6
-
9
9
(1.5)
6

48

1

text: Australian endurance racing class wins[edit]

text:
Event

Driver

Class position

Overall position

1963 Armstrong 500

Doug Chivas Ken Wilkinson

1 (B)

6

1963 Six Hour Le Mans

David Thomas, Ian Durrant

1 (1000)

5

1964 Sandown 6 Hour International

Peter Manton, Brian Foley

1 (F)

2

1964 Armstrong 500

Bruce Maher, Charlie Smith

1 (B)

9

1964 Shell Le Mans 6 Hour Race

Ted Lisle

1 (Touring)

2

1965 International 6 Hour Touring Car Race

Bob Holden, Ron Haylen

1 (D)

3

1965 Armstrong 500

Brian Foley, Peter Manton

1 (C)

3

1965 Six Hour Le Mans

Ted Lisle, Mike Tighe

1 (1100)

5

1965 Lowood 4 Hour

John Harvey, Brian Foley

1 (D)

1

1966 Gallaher 500

Rauno Aaltonen, Bob Holden

1 (C)

1

1966 Le Mans 6 Hour Race

Ted Lisle

1 (Improved)

2

1967 Surfers Paradise Four Hour

Peter Cray, Don Holland

1 (B)

1967 Gallaher 500

Tony Fall, Bob Holden

1 (C)

5

1967 Six Hour Le Mans

Jeff Dunkerton, Doug Mould

1

1

1968 Surfers Paradise 4-Hour

M McGregor, F Hunt

1 (C)

3

1968 Hardie-Ferodo 500

Don Holland, Charlie Smith

1 (C)

10

1968 Six Hour Le Mans

Rick Lisle, John Harris

1 (E)

2

1969 Rothmans 12 Hour Classic

Garry Hodge, John Leffler

1 (C)

2

1969 Hardie-Ferodo 500

Ron Gillard, Warren Gracie

1 (C)

14

1969 TVW Channel 7 Le Mans 6 Hour Race

Peter Briggs, Doug Mould

1 (1500)

2

1970 Rothmans 12 Hour

Don Holland, Bob Skelton

1 (C)

4

1970 TVW Channel 7 Six Hour Le Mans

Ray Thackwell, Jim Mullins

1

5

1971 Rothmans 3 Hour

Lakis Manticas

1 (B)

16

1971 Castrol Trophy

Lakis Manticas

1 (B)

7

1971 Sandown 250

Lakis Manticas

1 (B)

11

1971 Phillip Island 500K

Bill Stanley

1 (B)

10

1971 Rothmans 250

Lakis Manticas

1 (B)

1972 Skipper Chrysler 6 Hour Le Mans

Jack Michael, David Jorritsma

1 (1300)

17

1974 Hardie-Ferodo 1000

Gary Leggatt, Peter Lander

1 (1300)

17

1975 Hardie-Ferodo 1000

Peter Lander, Bob Martin

1 (1300)

14

text: Awards[edit]

text: The Mini has won many awards over the years, including second place in 1999's ‘’Global’’ Car of the Century award, behind only the Model T Ford. In the same competition, run by the prestigious Global Automotive Elections Foundation, the Mini was selected "European Car of the Century." Grassroots Motorsports awarded Mini with the Editors' Choice award in 2002.[83] The Mini also received awards for "Car of the Century" (Autocar magazine 1995) and "Number One Classic Car of All Time" (Classic & Sports Car magazine 1996).

text: In the end 5.3 million Minis were sold, making it the most popular British car ever made.

text: Sales[edit]

text: At its peak, the Mini was a strong seller in most of the countries where it was sold, with the United Kingdom inevitably receiving the highest volumes. The 1,000,000th Mini came off the production line in 1965,[84] with the 2,000,000th in 1969.[85] The 3,000,000th Mini came off the production line in 1972, with the 4,000,000th in 1976.[86]

text: It dominated the mini-car market until the arrival of the Hillman Imp in 1963. It outsold the Imp. Competition arrived with the more modern and practical Vauxhall Chevette of 1975, but the Mini continued to sell well until its "replacement"—the Metro—arrived in 1980. By this time, the Mini's design had been overtaken by numerous more modern and practical vehicles.

text: Although the Metro did not replace the Mini, production figures for the Mini dipped during the 1980s, and interest in the design was not revived until the re-introduction of the Mini Cooper in 1989. This helped sales of the Mini through the 1990s, to the end of production on 4 October 2000.

text: A total of 1,581,887 Minis were sold in Britain after its launch in 1959. The last new one to be registered was sold in 2004, some four years after the end of production.[87]

text:
Year

Cumulative Sales

1962

500,000

1965

1 million

1969

2 million

1972

3 million

1976

4 million

1986

5 million

2000

5,387,862

text: The highest price ever paid for a Mini was at a Bonhams auction in 2007, when a works rally-prepared Mini (DJB 93B) sold for £100,500 ($196,980).[88]

text: United States[edit]

text: Between 1960 and 1967, BMC exported approximately 10,000 left-hand drive BMC Minis to the United States. Sales were discontinued when stricter federal safety standards were imposed in 1968[89][90][91][92][93] and the arrival of the larger and more profitable Austin America. Mini sales fell in the 1967 calendar year and the US importer was expecting the forthcoming Austin America to find a larger market. The America was also withdrawn in 1972 due to slow sales and the introduction of bumper-height standards.

text: Today the U.S. Government exempts cars older than 25 years from all import laws, so older Minis can be freely imported. The Canadian government applies a similar rule after 15 years.

text: Safety record[edit]

text: Issigonis designed the Mini with an emphasis on active safety. Asked about the crashworthiness of the Mini he said "I make my cars with such good brakes, such good steering, that if people get into a crash it's their own fault".[94] and "I don't design my cars to have accidents".[95]

text: In July 1965 BMC announced that following "comments by safety experts" about the Mini's external doorhandles, these would be modified on new cars so that the gap between the handle and the door panel would be effectively closed.[96]

text: Nicholas Faith states in his book that Murray Mackay, one of the UK's leading motor vehicle crash and safety researchers, was critical of the pre-1967 Mini's passive safety features, including the protruding filler cap, the door latch, and the vulnerability of the passenger space to engine intrusion.[94]

text: The Mini was withdrawn from the American market because it could not meet the 1968 U.S. safety regulations and emission standards,[97] and although often updated, not sufficiently to comply with U.S. regulations.[98] It continued to be sold in Canada until 1979.[94][98]

text: The Mini was modified during its production to improve its safety. In 1974 a prototype Mini experimental safety vehicle was built, the Mini Clubman SRV4. It featured a longer crumple zone, a "pedestrian friendly" front-end, run-flat tyres, strengthened door sills, extra internal padding and recessed door handles, the latter having been used earlier on Australian-built Minis owing to local laws.[99] Jack Daniels, one of the original Issigonis team,[100] is stated to have been working on further safety improvements for the Mini when he retired in 1977.[94]  Several times it was thought that safety regulations would stop Mini production[101]  Safety improved in 1996, with the introduction of airbags and side-impact bars.[102]  The Mini, challenged by increasingly demanding European safety and pollution standards, was planned by British Aerospace to be taken out of production in 1996, but BMW chose to invest to keep the Mini legal until the launch of a new model.[103]

text: In January 2007 Which? magazine listed the Mini City in its "Ten worst cars for safety (since 1983)" list, alongside other economical, lightweight, fuel-efficient cars like the Hyundai Pony 1.2L, Fiat Panda 900 Super, Suzuki Alto GL, Daihatsu Domino, Citroën AX 11 RE, Yugo 45 and 55, Peugeot 205 GL, and the Citroën 2CV6.[104]

text: A UK Department for Transport statistics publication, presenting estimates of the risk of driver injury in two-car injury collisions, based on reported road accident data, estimated that the 1990–2000 Mini was one of two small cars (the other being the Hyundai Atoz), which, with an estimated 84 per cent of drivers likely to be injured, presented the greatest risk of driver injury; the average risk for the small car category was 76 per cent.[105]

text: 50th anniversary[edit]

text: Several key events marked the 50th anniversary of the Mini in 2009. On 13 January 2009, The Royal Mail released a limited edition of stamps entitled "British Design Classics", featuring an original, Egg-Shell Blue, MK1 Mini, registration XAA 274.[106] On 17 May, a world record parade of 1,450 Minis congregated at Crystal Palace as part of a London to Brighton run.[107]  The following week, 10,000 Minis and 25,000 people attended an anniversary party at Silverstone Circuit on the border of  Buckinghamshire and Northamptonshire.[108]

text: Between 7–10 August 2009 approximately 4000 minis from around the world congregated at Longbridge Birmingham to celebrate the 50th anniversary. On 26 August 2009, smallcarBIGCITY launched in London to provide sightseeing tours of the capital in a fleet of restored Mini Coopers.[109]


document_title: Jim Halpert

question_text: when does pam tells jim how she feels

question_tokens: when does pam tells jim how she feels

root

text: Jim Halpert

text: Biography[edit]

text: Jim Halpert was born on October 1, 1978, to Gerald and Betsy Halpert. He has two brothers, Pete and Tom, who share his general love of pranks but have come across as unpleasant and somewhat bullying towards their little brother. Jim's parents presumably live in Scranton as well, as his sister Larissa and best friend Alan Murphy are listed as his emergency contact at Dunder Mifflin. While Pete and Tom have been seen on the show a few times, Larissa has not.[4] He has a niece, Vanessa,[5] and a nephew old enough to play T-ball.[6] In "Branch Wars", while he is not specific on which brother he is referring to, he states that his brother's wife just had another baby.[7] Jim enjoys cycling,[8] and, as he reveals in a deleted scene from "Take Your Daughter to Work Day", at times, will babysit Toby Flenderson's daughter, Sasha.[9] He also lists soft-shell crab as his favorite food.[10] Jim has noted that basketball "Was kind of [his] thing" in high school.[11] Although no high school is specifically named by Jim, both Dunmore High School (as evidenced in a deleted scene from "Product Recall" where, during a business visit, he asks a high school student about a former teacher) and West Scranton High School (as evidenced when, during "Email Surveillance", Pam holds up his yearbook displaying their mascot name, Invaders, across the front) are referenced in separate episodes. In the Episode "Dwight's Speech", Jim tells Dwight that he majored in Public Speaking, however, he later denies this.[12] Jim began working at Dunder Mifflin between 1998 and 1999 (as evidenced in "Pilot", and "The Merger", where Jim says that he still loves when Michael says, "Wazzup!" crazily after seven years, and that on his first day at work Michael played an orientation video which parodied The Blair Witch Project).[13]

tag: p

text: In several episodes, it is stated that Jim is a fan of the Philadelphia Phillies, Philadelphia Eagles and the Philadelphia 76ers. Jim appears to be a fan of hip-hop, specifically Eminem as Pam mentions him listening to the 8 Mile Soundtrack on his iPod in "The Delivery". Apparently, he is of Scottish descent, as in "Niagara", his father can be seen wearing a kilt to his son's wedding to Pam.[14] In the episode "Weight Loss", it is revealed that his screen name for AIM is JIM9334.[6]

text: Though Jim loves to play pranks on Dwight, he is shown to have some things in common with his nemesis, such as a knowledge of comic books and an appreciation for the sci-fi/fantasy genre; as demonstrated in "Take Your Daughter To Work Day" when Jim and Dwight correct Michael on details about Superman and Aquaman.[15] Despite their frequent conflicts, Jim and Dwight are also shown to be an extremely competent sales team in "Traveling Salesmen".[16]

text: He and Pam share a 2009 Subaru Outback.

text: Character history[edit]

text: Seasons 1–3[edit]

text: Jim Halpert is first introduced in the "Pilot". He is adamant throughout the series about his job as a salesman at Dunder Mifflin Paper being a temporary one, saying, "Right now, this just a job. If I advance any higher, this would be my career. And if this were my career, I'd have to throw myself in front of a train."[3] This outlook is most apparent in the elaborate pranks that he plays on his workmates, primarily Dwight, as well as his sarcastic remarks and facial expressions to the film crew and his provoking comments during often ridiculous employee meetings. However, he succeeds professionally and is consistently one of the best salesmen. This is presumably because, as Pam mentioned later, "everybody likes Jim".

text: A major part of the character Jim Halpert is his relationship with Pam Beesly, which is often the subject of office speculation. This is made worse by the fact that Pam was engaged to Roy Anderson, a Dunder Mifflin warehouse worker. Throughout the first two seasons, incidents such as Pam falling asleep on Jim's shoulder in "Diversity Day" and drunkenly kissing him in "The Dundies" show a possibility of the feelings being mutual; however, Pam never acts on them and she remains engaged to Roy. On one occasion, in "The Fight," his flirting with her goes a little too far, when Meredith looks over to see him play-fighting with her, causing her to shut him down immediately, startling him with her abruptness, though she eventually forgives him. He becomes so upset when he hears Pam discuss wedding details that he calls a travel agency and schedules a trip to Australia, deliberately making himself unable to attend the wedding. Feeling bored by his job, tortured by his situation with Pam, and guilty about a stack of complaints Dwight has filed against him, Jim investigates a transfer to Dunder Mifflin's branch in Stamford, Connecticut. In the season 2 finale, "Casino Night", he confesses his love for Pam in the office. Pam, whose wedding to Roy was planned out and just weeks away, clearly shows her anguish but gently turns him down. Jim tearfully walks away, later kisses her in the office, and the season ends. In the third season premiere "Gay Witch Hunt", it is revealed that he did transfer to Stamford despite the fact that Pam has called off her wedding and he clearly still harbors intense feelings for her. His reason is later stated as "It's just, I kinda put it all on the line. Twice. And she said no. Twice." in "The Convention".

text: Though in later seasons, after Ryan Howard's promotion, the relationship between him and Jim seems to be tense, in earlier seasons the two seem to be friendly. In "Casino Night", they are shown talking, laughing and drinking together.

text: Throughout season 2, Jim dates Katy, who initially appeared in season 1 as the "Purse Girl" in "Hot Girl". After Jim and Katy split up in "Booze Cruise", he leaves a message asking out a fellow Dunder Mifflin employee named Brenda, much to Kelly's disbelief. Jim's misfortunes are assumed to be because he is unable to get over Pam. However, things begin to look up for Jim as he befriends salesperson Karen Filippelli in Stamford, and when the company board of directors decides to close the Scranton branch, Jim is named Assistant Regional Manager of the newly created "Dunder Mifflin Northeast". However the company's plans change when Stamford regional manager Josh Porter accepts a job at Staples. The Stamford branch then closes, with a few employees being offered a transfer to Scranton. The offer to Jim to be Assistant Regional Manager stands, though now at Scranton. Jim is at first unwilling to return to Scranton because of Pam but eventually decides to do so. Karen, who has grown fond of Jim and wishes to pursue a relationship with him, also transfers to Scranton.

text: In "The Merger", Jim's and Pam's reunion is awkward. Pam is overjoyed, but Jim is clearly uncomfortable. He lets Pam know that he is seeing someone, and gradually Karen is introduced as his girlfriend. As Jim settles back in at Scranton, he uses his promotion as an excuse to avoid his old interactions and pranks with Pam, claiming that pulling pranks is not appropriate for his position. However, in time, Jim does return to his old ways, especially targeting Andy Bernard, a Stamford transfer, and Dwight.

text: Toward the middle of the season, it becomes clear that Jim's unresolved feelings toward Pam are affecting his relationship with Karen. In "The Return", Jim decides to pull a prank on Andy; however, Karen is unable and Ryan unwilling to aid him, so he turns to Pam, who readily agrees. Their interaction during the prank causes Karen to feel threatened. She confronts Jim, and he finally admits to still having feelings for Pam. Despite this fact, their relationship continues.

text: In "Cocktails", Roy trashes the bar when Pam tells him she kissed Jim during "Casino Night". Roy then attempts to attack Jim at work in "The Negotiation", but Dwight sprays Roy with pepper spray. Roy is fired, but when Pam assures Jim that it is over between her and Roy for good, Jim doesn't believe it and tells her so.

text: In "Beach Games", during a company outing at the beach, Pam confesses to Jim in front of everyone that he was the reason she broke off her wedding to Roy. She also states that she has missed their friendship since he left Scranton for Stamford. Later that night, Jim tells Pam that he feels as if he never really came back from Stamford, tacitly admitting that he has actively been fighting his feelings for her all year. However, Jim's relationship with Karen and pending interview for a corporate position which would require his relocation to New York City, still obstruct a potential romance.

text: In "The Job", Jim, Karen, and Michael each interview for the corporate position. During the interview, he notices a caring note from Pam in his briefcase. After the interview he drives back to Scranton, leaving Karen without a ride. Back at the Scranton office, Pam is describing her lack of satisfaction with the current state of her relationship with Jim. Jim then suddenly interrupts the session to ask her to dinner, much to her surprise. She becomes flustered and overjoyed, and accepts the invitation. Jim replies "All right. Then... it's a date," and leaves abruptly. Pam turns back to the camera, smiling, only to ask, "What was the question?" In a webisode titled "Office Summer Vacation", found on NBC's website, Karen states that Jim "dumped my ass" and left her crying at a fountain.

text: Seasons 4–6[edit]

text: In the season premiere, "Fun Run", Pam and Jim reveal to the camera crew that they have been dating for a few months and are very happy. In the episode "Chair Model", Jim reveals his plan to propose to Pam, showing the camera crew a diamond ring, explaining that "[he] got it a week after [they] started dating".

text: In "Local Ad", Jim develops an avatar of himself for Dwight's game Second Life. Pam notes that his online alter-ego plays guitar and is a Philadelphia sports writer, implicitly revealing Jim's lesser known aspirations, and a callback to "Email Surveillance" from Season 2, in which he has a guitar in his bedroom.

text: In the episodes "Survivor Man" and "Night Out", Jim takes on his role as manager while Michael is out of the office. Both times, however, his attempts at making the office better go awry. Ryan, annoyed by Jim's popularity with his boss David Wallace, gives Jim a performance warning in "Did I Stutter?", citing "goofing off with Dwight" and "spending time at reception" as productivity problems, despite his high sale numbers.

text: Though early on in the series Jim drives a Toyota Corolla, he, during this time, drives late model Saabs, including the Saab 9-2x and top line Saab 9-3 Aero then a Subaru Outback. He mentions in "Niagara" that he has been able to drive a standard transmission since high school.

text: In "Goodbye, Toby", Jim shows his happiness and support for Pam getting into the Pratt Institute, where she will be for the next three months. He plans to propose at Toby's going away party, until Andy proposes in front of everybody to Angela, who accepts. Jim puts his ring back in his pocket and postpones the engagement. Instead, he proposes during the season 5 premiere, "Weight Loss", during a rainy last minute lunch date at an Interstate rest stop between Scranton and New York City, where Pam is attending Pratt.

text: Jim and Pam keep in touch during her time at art school via webcam, instant messaging and frequent phone calls. Jim eagerly awaits Pam's return in "Business Trip". He is sad but supportive when Pam calls, saying she has failed a class and can't come home yet. That afternoon he finds Pam waiting in the parking lot, claiming that she hated art school anyway. He purchases his parents' house and begins to take his career more seriously than in previous episodes. When new Vice President Charles Miner (Idris Elba) arrives at the office to oversee Michael, he and Jim immediately clash as Charles condescends to, and dismisses Jim as an underachiever and a smartass with a "made up position". Charles scoffs when Jim is invited to sit in on a meeting with David Wallace about the Michael Scott Paper Company. However, Jim comes off as intelligent and professional, and persuades Michael to be bought out. In the process, he finally stands up to Charles after Charles kisses up to their boss, prompting Jim to make a snide remark to his face. Upon realizing Dwight's incompetence during the meeting, Charles encourages Jim to speak to Michael. As a new receptionist has already been hired, Pam is re-hired in sales alongside Jim.

text: During "Company Picnic", Pam injures her ankle during a volleyball game and Jim takes her to the hospital. The camera crew is stationed outside an exam room while a doctor updates Jim and Pam on her condition. There is no audio as the camera shows Jim and Pam suddenly embracing, looking shocked and ecstatic, before Jim emerges to call Dwight and inform him they won't be returning to the game. It is heavily implied that Pam is pregnant, and the pregnancy is confirmed in the Season 6 premiere, "Gossip".

text: Jim is promoted to Regional Co-Manager, alongside Michael, in "The Meeting." His promotion causes problems in the office as the staff doesn't take him seriously and he is often in a power struggle with Michael. When Dunder Mifflin files for bankruptcy and is taken over by Sabre, a company that sells printers, Jim chooses to become a salesman again (largely because Sabre's uncapped commission means a huge pay increase).

text: Jim and Pam marry in the highly anticipated, hour-long episode, "Niagara". When their guests' craziness threatens to ruin the wedding day, they run off and are privately married on the "Maid of the Mist" before returning to take part in their planned church wedding. Their daughter, Cecelia Marie Halpert (named after Jenna Fischer's niece who was born the day they shot "The Delivery") is born in another hour-long episode several months later, in "The Delivery".

text: Season 7[edit]

text: In season 7, some of Jim's vulnerabilities are displayed. Jim displays some mild jealousy when he meets Danny Cordray, a superior paper salesman who went on a few dates with Pam while he was in Stamford. In "Costume Contest", after hearing that Danny never called Pam back because she was too "dorky" for him, Jim is inspired to dress up in his Popeye costume for her (who is dressed as Olive Oyl), which he was initially reluctant to do, marking the first time he is seen dressed up in an actual costume. In "Classy Christmas", Jim falls victim to numerous snowball-themed pranks devised by Dwight. Jim is humiliated by being forced to feed Dwight a pizza and a beer in "Viewing Party" in order to get him to get Cece to sleep for the night.

text: His sales skills remain strong, when in "WUPHF.com" it is revealed that he has already maxed out his sales cap for the year and cannot make any more commissions, leading him to seek goofy respite in the office until Gabe Lewis chides him to stop bothering everyone. Since Gabe was unsympathetic to Jim's situation, Jim then sets up a prank that ends with Gabe being forced to listen to Jo Bennett's entire boring autobiography. In "The Seminar" it is revealed he has had the highest sales out of the entire Scranton branch for at least three months running.

text: In "Todd Packer", when Todd comes to Dunder Mifflin looking for a desk job in the office and gets hired, Dwight and Jim pull off a joint scheme to get him to leave the office.

text: In "Goodbye, Michael", Jim is the only one to figure out that Michael is leaving earlier than he said and opts to stay quiet to let Michael leave, but he tells Pam so she can get to him at the airport before he leaves. He also emotionally tells Michael he's been the best boss he's ever had, and they part on good terms.

text: In "Training Day", Jim and Pam try to make a good first impression on their new boss Deangelo Vickers. They believe they have started off well by showing him pictures of their baby, but Deangelo soon gets annoyed with them. In "The Inner Circle", Jim is shown to be one of Deangelo's favorites among the staff. He is temporarily banned from Deangelo's inner circle when he speaks up for the women after they object to Deangelo's sexist attitude. Jim later calls Deangelo out after the boss brags about a Michael Jordan jump shot he can perform, which causes a traumatic brain injury and leaves Deangelo in a coma.

text: In "Dwight K. Schrute, (Acting) Manager", Jo Bennett offers Jim the position of interim manager after Deangelo is gone, which Jim rejects. Jo later calls Jim as "the only man who turned me down".

text: In "Search Committee", Jim is one of three people scouting for Michael (and Deangelo)'s replacement. Creed is the interim regional manager, so this speeds up the process (since Creed is incompetent).[17]

text: Season 8–9[edit]

text: Early in season 8, it is revealed that Jim will be a father for the second time as Pam is expecting a son (where Pam jokingly calls him "Little Michael Scott"). Pam and Jim were blessed with the off-camera delivery of Philip Halpert around the midseason mark, and Jim brought Philip into the office to try and mend relations with his angry co-workers (he had lied about spending a full week on jury duty, having actually been dismissed on the first morning, and ended up spending the week helping an overwhelmed Pam take care of their two young children). Jim also had to deal with a crush from co-worker Cathy Simms, who unsuccessfully tried to seduce him while they were part of the Sabre Store team in Tallahassee.

text: In "New Guys", Jim reveals that he was given an offer to help his friend start a sports marketing company in Philadelphia called Athlead. At first he turns it down, but later reveals that he accepted the offer. Pam doesn't find out until "Andy's Ancestry", and although she is supportive, she is later concerned about Jim not having told her sooner and about how much money he has put into it. Jim gets permission from David Wallace to take up the second job, and in "The Target" he convinces Stanley and Phyllis to agree to cover his duties on the days that he is away.

text: In "Suit Warehouse", Jim offers Darryl a chance to join him at the new job and although Darryl has a disastrous interview, he does get the position thanks to Jim's recommendation. Later, Jim and Darryl become roommates although in "Vandalism" Darryl is annoyed at Jim's messy and sloppy living habits.

text: Jim's weekly commute to Philadelphia causes increasing strain on his marriage until in "Customer Loyalty", it comes to a head when he misses Cece's dance recital and then angrily blames Pam for not videotaping it. Tearfully, Pam breaks down and confides in Brian, the boom mic operator of the documentary crew.

text: In "Moving On", Pam interviews for a job in Philadelphia, but then reveals to Jim that she doesn't really want to move there after all.

text: In "Finale", Darryl reveals that Jim's sports marketing company is now located in Austin, Texas and has changed its name to Athleap. Pam sells the couple's home, unbeknownst to Jim, to show her support to Jim and allow the family to move to Austin so Jim can continue with Athleap.

text: Appearances[edit]

text: Jim has appeared in every episode of The Office with the exception of "Mafia", in which only his voice is heard. The clip show episode "The Banker" features Jim in flashbacks of previous episodes, and Jim only appears in new footage momentarily, and without any lines. Additionally, in the season seven episode "Ultimatum", Jim only appears in the cold open, and is absent without explanation for the rest of the episode. The cold open was actually filmed the previous season and recycled for the episode because John Krasinski was on location shooting a movie.

text: Reception[edit]

text: In the media, Jim is sometimes called an Everyguy.[18] In her article "Breaking Out of the First-Job Trap" for U.S. News and World Report, Liz Wolgemuth used Jim's character as a template for an essay on under-motivated, young, college grads.[3] In an article on stereotypical office worker profiles, Jim was identified as the worker who is "drifting along in a job, [while] you put off asking yourself hard questions about career plans."[19]