Ferrari Dino 246

Bodywork Spider Pininfarina
Engine Number and arrangement of cylinders: 65° V6 Bore and stroke:

92.5 x 60 mmUnitary and total displacement: 403.20/2,419.20

cm3Location: rear transverse- mountedCylinder block and heads:

light alloyCompression ratio: 9:1Max. Power output: 195 bhp at

7,600 rpm; 80 bhp/litreTiming gear: 2 valves per cylinder,

twinoverhead camshafts per cylinder bankFuel feed: 3 Weber

40DCNF/7 CarburettorsIgnition: Single plug, coil

Transmission Clutch: dry Single -plateGearbox: 5 speed + reverse
Chassis Type and material: tubularFront suspension: independent, double

wishbones, coil springsRear suspension: independent, double

wishbones, coil springsBreaks: ventilated discs, servo

assistSteering: rack and pinionCooling system: 1 front radiator
Dimensions and Weight Length: 4,300 mmMax. height: 1,150 mmWheelbase:

2,340 mmFront and rear track: 1,425/ 1,430mmTypes: Front

205-70 VR 14Dry weight: 1,080 kgFuel tank : 65 liters
Performance Top speed: 302 km/h
Numbers in Thailand
Color Quantity
Red 4
Blue 1
Total 5

Ferrari Club Thailand

Ferrari Club Thailand or in short FCT was founded in 1994 by a small group of enthusiastic members, our Club's ranks gradually swelled in the years that followed thanks in part to the support of the founding Members. Our Club currently boasts just over 100 members across Thailand, 5 of which are non-Thai. Ferrari enthusiasts in Thailand hail from all walks of life. In fact, our Members include actors, engineers, architects, doctors, bankers, hoteliers and entrepreneurs.
Our Club has a busy calendar of activities with 14 events scheduled for 2006. The most popular get-togethers are those that see our Members participate in the Sprint events upcountry.

The Ferrari Club Thailand Management Committee.

President : Theera Bunnag
Vice President – Communications : Poj - Piman Nawadhinsukh
Vice President – Events : Udomsin Lertvorapreecha
Vice President – Treasurer : Siri Phagudom
Vice President – Technical : Jess G. Pourret
Vice President - Club Registry : Tispol Nakornsri
Vice President - Club Secretary : Ponrit Panitpon

Models

2001 to 2007 - The Mk I MINI

In Portugal and Greece, the MINI One is powered by a 1.4 litre version of the Tritec engine but all other petrol powered MINIs use the 1.6 litre version.[6][7] Since 2004, a soft-top convertible option has been available across the entire range.[8]
There are numerous styling and badging differences between the models, perhaps the most obvious being that the Cooper S has a distinctive scoop cut into the bonnet. The Cooper S also has twin exhausts which exit under the center of the rear valance. The (non-S) Cooper has more chrome parts than the MINI One and has a single exhaust. The MINI One/D has no visible exhaust pipes at all.[8]
In some markets, such as Australia and the US, only the MINI Cooper and Cooper S are sold because the MINI One's engine was considered to deliver insufficient power to run an air conditioner - a necessary feature in those climates. However, the only difference between the engines in the 'One' and the 'Cooper' models is a software change within the engine control unit which is tuned for optimum fuel economy on the MINI One and for a compromise between power and economy on the Cooper. Almost fifty percent of all MINIs sold in Australia and about seventy percent of those sold in the US are the top-of-the-range Cooper S model.
The names Cooper and Cooper S echo the names used for the sportier version of the classic Mini which in turn come from the involvement of John Cooper and the Cooper Car Company. The Cooper heritage is further emphasised with the John Cooper Works (JCW) range of tuning options that are available with the MINI. John Cooper also created a one off racing model of the MINI one named the MINI one s works. This car features many extras which help to improve performance such as a racing exhaust and air filter as well as uprated suspension. The car also has one of a kind 17 inch racing wheels.

MINI (BMW)

From Wikipedia, the free encyclopedia


MINI is the name of a Cowley, England-based subsidiary of BMW as well as that of a car produced by that subsidiary since April 2001.
The car, designed by Frank Stephenson,[1] is marketed as a "retro" redesign of the original Mini, which was manufactured by the British Motor Corporation and its successors from 1959 to 2000. The name is written in capital letters to distinguish it from its predecessor.[2] Upon general release the car was marketed as "NEW MINI" although it is commonly less officially referred to as "BMW Mini". Originally developed by Rover Group and to be sold under the Rover brand and made at the Longbridge plant, the MINI project was retained by BMW when the latter divested itself of Rover in 2000[3]. The MINI is assembled in Cowley, Oxford, United Kingdom, in what was historically the Pressed Steel Company body plant,[4] now known as Plant Oxford.
The 2001 to 2006 model years included four hatchback models: the basic "MINI One", the diesel-engined "MINI One/D", the sportier "MINI Cooper" and the supercharged "MINI Cooper S". In 2005 a convertible roof option was added. In November 2006 a greatly re-engineered version of the MINI was released which is unofficially known as the "Mk II MINI".[5]. The Mk II is only available as a hard-top in the 2007 model year.
The MINI was designed and engineered to replace the long running Rover 100 and the larger Rover 200, both deemed unsuitable for the modern world automobile market. The MINI was supposed to replace low-end models of the 200 and high-end models of the 100 with a Rover 35 replacing high end 200s and low end 400s. After the divestment of MG Rover, the MINI was instead marketed as a small yet desirable city car rather than a mainstream replacement of the 100 and 200.

Ferrari 612 Scaglietti

Ferrari 612 Scaglietti

The replacement for the 456GT, Ferrari's new 612 Scaglietti, is perhaps not quite as beautiful as the 456, and there are a few question marks over its proportions, but it is a striking car, nonetheless.

Hand-stitched leather and aluminium trim the cabin which, like its predecessor's, will seat four. As long as those in the back aren't too leggy. Sorry Jodie and Jemma, you'll have to take the bus. Or, more likely, the Bentley.

Like its predecessor, the Scaglietti is powered by a V12 engine. Mounted far back in that long snout for optimum weight distribution, it produces a mighty 540bhp.

Drive is to the rear wheels, of course, and in 80% of cases it will be via the Formula One paddle-shift system. The remainder of buyers will opt for a conventional six-speed manual transmission.

Whichever system is fitted, this car shifts with indecent rapidity: 0-62mph takes just 4.2 seconds and top speed is 199mph.

Despite a remarkably comfortable ride and lightweight steering, the 612 handles every bit as well as a Ferrari should.

It's a big car and ultimately not as nimble or involving as a 360 Modena, yet it is still an experience to be savoured.

Ferrari 575M Maranello

Ferrari 575M Maranello
The M is for Modificato. And, boy, was the already glorious 550 Maranello modified to transform it into the 575M Maranello.

The V12 powerplant's capacity was increased to 5748cc. It now makes a mighty 515bhp at 7,250rpm. Yes, it's beaten by a Murciélago, but it is some 55bhp up on the more comparable Aston Martin Vanquish, with which it has more in common.

The 575M can be had with an F1-style sequential manual gearbox controlled by steering wheel paddles or the more traditional six-speed manual, complete with its 'clack-clack' polished metal gate.

Computer-controlled damping and an adjustable traction control system give the 575 incredibly high limits of adhesion, and the optional Fiorano handling pack enhances this still further.

That said, it's still a big and heavy car - it will never feel quite as pointy or nimble as a 360 Modena or as dramatic as a Lamborghini Murciélago or Pagani Zonda C12S.

Nonetheless, the Ferrari 575M Maranello is fast beyond your wildest dreams, being capable of 0-62mph in just 4.2 seconds and with a top speed on the sunny side of 200mph. This is a genuine supercar and make no mistake about it.

The fact that it's also light and easy to drive when you're not 'pressing on' and is plushly appointed inside, with plenty of luggage space, just adds to the car's appeal.

Ferrari 360 Modena

Ferrari 360 Modena

Few cars have united our road testers as consistently as the Ferrari 360 Modena.

When one tester described the Modena as 'arguably the most exciting, rewarding and downright best supercar ever', all a fellow tester could fault with the review was the word 'arguably'.

A classic in a class of its own, the 360 drives with a joyous urge. Its F1 paddle shift, clever aerodynamics and sparkling handling create an unparalleled driving experience.

The engine pulls so cleanly, the brakes are so strong and the noise so delicious that it would take abstinence of monk-like proportions not to have a go at every single corner.

The mid-mounted V8 fills the cabin with its scream - and you'll never want it to stop. In the drop-top Spider, the aural pleasure is even more intense. It's a continuous car chase in surround sound, inches from your ears. The hood works a treat, too - it's completely automatic.

If you are lucky enough to be able to choose a Ferrari 360 Modena or 360 Spider you get a blindingly brilliant bit of work, and we're dreadfully envious.

And if you can afford the extra £30k for a 360 Challenge Stradale, we'll never speak to you again. More power and less weight give this road-going version of the Ferrari Challenge race car an even more explosive punch.

Japanese renaissance

Japanese renaissance

The Japanese were not to be defeated and the editor of a major Japanese car magazine suggested to John Cooper that if they couldn't get the car, they could at least have a tuning kit. John Cooper obliged and was soon exporting a Janspeed-designed kit comprising a modified cylinder head, twin carburettors, performance air filters and exhaust system.This boosted the 998cc Mini from 40bhp to a more impressive 64bhp. Incidentally, Janspeed was founded by Hungarian refugee Jan Odor after he left Downton Engineering in 1962.

In 1986 John Cooper Garages (JCG) switched from being an Austin Rover dealership to a Honda one. Officially it was because of ARG dealer rationalisation, but its also possible that ARG thought they were ridding themselves of a troublesome pest...

Also in 1986 Harold Musgrove was ousted, to be replaced by Graham Day who was out to sell all the cars he could. If people wanted to pay good money to drive around in a 1959 design then he would satisfy the demand. In 1989 the newly renamed Rover Group and John Cooper Garages began talking to each other and soon the JCG conversion kits were available for fitment to 998cc Minis from Rover dealers with full factory warranty. While this was happening Rover gave semi-approval to the ERA Mini, a conversion using the 93bhp MG Metro turbo engine. John Cooper and his son Michael met with Rover management to discuss the next step. John Cooper suggested putting the 1275cc engine in the Mini. There were again mutterings about type approval, but these problems were soon resolved.Rover Special Projects (RSP) handled the development of the new car with input from the Coopers. The new-generation Mini Cooper RSP was launched in July 1990 to mixed reviews. One staunch defender of the car was veteran scribe LJK Setright who praised "the staunch independence that makes the Mini as refreshing as it always was,and makes it impossible for the others to bear comparison with it".

The engine of the RSP Mini Cooper was a detuned MG Metro engine. In 1989 the A-series engine had been converted to run on unleaded petrol, and all the 1275cc engines now used the same sized inlet valves, which in the MG Metro probably cost around 4-5 bhp. When this engine was fitted to the Mini it used a catalytic converter. Whereas the factory quoted the 1982 MG Metro as having 72bhp, the Mini Cooper RSP now only had 61bhp, but it was still good for 90mph. The RSP Cooper was a limited edition and soon sold out. Of course one could be cynical and suggest that perhaps it started as a marketing exercise to offload 1650 surplus MG Metro engines now that the Metro was powered by the K-series engine. But from September 1990 the Mini Cooper became a mainstream production car and soon around a third of all Minis were Coopers. Who was buying them? The standard Mini had been aimed at female drivers; perhaps the Cooper was bought by men who would otherwise have bought motorcycles to relive their youth?

Cooper builds his prototype

Cooper builds his prototype

The original Mini-Cooper prototype. (Picture: Ian Nicholls)

John Cooper then set about building a fast Mini, probably YOK 250. The work was overseen by long-time Cooper employee Ginger Devlin and featured many components from the FJ engine and allegedly had three times the power of the standard Mini 850 engine, which would be around 100bhp. By 1961 the FJ engine was a 994cc unit developed by Eddie Maher of Morris engines in Coventry.

John Cooper approached his friend and Mini designer Alec Issigonis with his idea for a hot Mini. Issigonis intially rejected the idea, seeing his baby as a people's car. Undeterred, Cooper took his idea to BMC's managing director George Harriman, who drove Cooper's prototype and then gave the go ahead for production of 1000 cars for homologation purposes. Homologation is the key word. Right from its introduction the Mini 850 had been used in competition, and a Cooper Car Co-entered Mini 850 won the 1960 British saloon car championship. George Harriman offered John Cooper a ฃ2 royalty on each car, to be sold as an Austin or Morris Mini Cooper, and BMC took on the development of the production car under the codename ADO50.

The 1961 Formula Junior MK2 protototype pictured alongside YOK 250. Presumably YOK 250 is also the car Aurelio Lampredi took for his long excursion at Monza in 1959? (Picture: Ian Nicholls)

Former BMC and Ford competition manager Stuart Turner has since commented that if John Cooper had not come up with the idea of a hot Mini, then someone else would have. The Mini was already a successful competition car in the sub-1-litre category and an MG-badged variant would have been on the cards. As it was, the ADO50 was badged Mini Cooper after the reigning Formula 1 world champions. In 1960 the Cooper Car Co dominated Grand Prix racing leaving the likes of Ferrari and BRM trailing in their wake, so the decision was entirely logical.

And so BMC set about developing the production Mini Cooper, using a Mini registered as KEL 236 as development car.The standard 850's 34bhp gave it a top speed of 73mph using a final drive of 3.765 to 1. Morris Engines calculated that to propel a Mini to 85mph would need 55bhp, so company head Eddie Maher developed a 997cc engine with a longer stroke than the existing 848cc unit, yet bizarrely a smaller bore. Quite why BMC didn't use the existing 948cc block as found in other BMC small cars is unknown, but over the next five years BMC were to develop a bewildering range of different capacity A-series engines. To stop the car Lockheed provided 7-inch disc brakes, which as it turned out were not that good!

Since this article was originally written, Simon Wheatcroft of the Mini Cooper Register has provided an alternative view as to the identity of the prototype Mini Cooper. According to Simon, "The development car was not registered as and only bore the registration KEL 236 in the photographic sequence at Goodwood and was actually 126 LWL. 126 LWL was registered on 20th April 1961 as a Morris despite never being seen with a Morris badge, the car was Farina Grey with a Black roof.

"126 LWL was present at the Mini Cooper launch (badged as an Austin) and was subsequently tested by Sports Car Graphic magazine complete with all its non standard parts such as Morris Minor style 100 mph speedometer and unique interior trim."

The Mini Cooper was launched in September 1961 and was acclaimed by the motoring press. The car had a maximum speed of around 85mph and a 0-60mph time of 17 to 18 seconds, not fast today but impressive back in 1961. Most of the hike in engine power came from the camshaft, part number C-AEG567, which was the hottest cam fitted to a production A-series until the arrival of the MG Metro in 1982. Other gains in power were realised with a cylinder head with larger inlet valves and twin 1¼ SU carburettors. Tuning guru David Vizard later tested the BMC twin-carburettor inlet manifold on a flowbench and found it to be an appallingly inefficient design...

What this writer finds interesting about the 997cc Mini Cooper is that it previewed two components that were to be found on the ADO16 Morris 1100 launched eleven months later: the remote gearchange which replaced the 850's magic wand and the 12G202 cylinder head which was standard equipment on the 1098cc engine found in Austin/Morris 1100s. John Cooper's desire for a hot Mini was somewhat compromised by the need to productionise the concept and use standard BMC components. However help was soon at hand in deepest Wiltshire.

Ian Nicholls charts the origins and production history of the legendary Mini Cooper.

In doing so, Ian explains: "This article is not meant to be a rehash of the Mini Cooper story, but an attempt to show how the car fitted in with the BMC>Rover story."

The giant-killer

As is well known, when the 34bhp Mini 850 was launched in August 1959 BMC's publicity department lent a car registered YOK 250 to racing car constructor John Cooper of the Cooper Car Company Ltd, which operated out of premises in Surbiton in Surrey. At the time the Cooper team was on the verge of winning the Formula 1 world championship with its revoloutionary mid-engined cars, seeing off the challenge of Stirling Moss in the Rob Walker-entered Cooper, and Tony Brooks in the powerful front-engined Ferrari. Jack Brabham became world champion in 1959 and retained the title in 1960 when he and team mate Bruce McLaren were omnipotent. Cooper were at the cutting edge of development and very soon rival teams moved the engine behind the driver to compete.

Cooper also competed in other formulae, one of them being Formula Junior or FJ. This formula was an Italian idea for a low cost starter series in racing using mass-produced 1-litre engines. Italian FJ cars used Fiat engines but Cooper opted for the BMC 948cc A-series. Cooper was also working on producing a performance version of the rear-engined Renault Dauphine using a Coventry Climax engine. The French tuner Amedee Gordini had already tuned the standard engined version and a Renault Dauphine Gordini won the 1958 Monte Carlo rally. However Cooper aborted this project once he'd driven the Mini. He was so enthralled by the handling of the Mini that he took it to the 1959 Italian Grand Prix held at Monza that September.

Cooper was fond of telling the story of how during the race meeting the Mini was spotted by one Aurelio Lampredi. Lampredi had formerly been the chief designer of Ferrari, and had been responsible for the cars that Alberto Ascari had driven to the F1 world championship in 1952 and 1953. Lampredi was now working for Fiat and asked John Cooper if he could try BMC's new baby. According to Cooper, Lampredi was away for hours and when he came back he announced that the Mini was the car of the future, adding: "If it weren't so ugly I'd shoot myself"!

Although this has become a well known Mini chestnut, what is not generally appreciated is that Aurelio Lampredi improved on the Mini formula. The 1965 Autobianchi Primula and then the 1969 Fiat 128 used a transverse engine driving the front wheels, but instead of the engine being positioned on top of the gearbox using the same oil, the Fiat 128 employed an end-on transmission using a seperate oil reservoir. This has become the universally adopted system for front wheel drive cars. Two years later Fiat introduced the Fiat 127 – the first true supermini – and Lampredi even appeared in a press advert for the car, along with an F1 car he had designed. BMC may have got there first, but it was Fiat who made it reliable and a commercial proposition.

News Mini Cooper Register Bournemouth Weekend 2007

News

Mini Cooper Register Bournemouth Weekend 2007

Lombard Rally 2006 - 26^th to 29^th October 2006

Neil Burgess, who has gone down in history as the last person to drive a Mini Cooper to a class win on a World Rally Championship event, Wales Rally GB 2003, will co-drive for Cliff Porter on the Lombard Rally 2006 next week. www.endurorally.com/extra3.html

Over 100 teams are due to start the event organised by The Endurance Rally Association from York on Thursday 26^th; the route will cover 1,200 miles in northern England and venture into more than 45 test venues, including the infamous Keilder Forest roads and tracks in Northumberland before finishing in Blackpool 4 days later. The event, in its 3^rd year, aims to recapture the spirit of the Lombard Rallies that once ranked as Britain’s top motor-rally. Lombard were pleased to be asked to support the event which is restricted to basically standard 1400cc saloon cars with safety modifications. All competitors will be using Colway Road Plus tyres which keeps costs down.

The car is a standard 9 year old classic Red & white Rover Mini Cooper which Cliff used on the 2004 event. This year the car will run as number 87. It is prepared by Pat Healy Motorsport in Nazeing and was originally a John Cooper Garages demonstrator.

Cliff bought the car in 2000 to take part in The Italian Job which has now raised almost £2m since its first run. Cliff with his son Niall raised the most sponsorship in 2000 and took part again in 2001 raising over £10.000 for the childrens charity, NCH. They also finished the first Lombard Revival Rally in 2004 and the Midsummer Endurance Rally this year.

Neil has partnered Cliff before, on the 2005 Midsummer Endurance Rally organised by Chelmsford Motor Club. Cliff competes regularly on Historic Rally Car Register Clubmans Rally Championship events in his 1971 Mark 3 Cooper S and is Competition Secretary of the Mini Cooper Register.

Neil is a former class winner in the British Rally Championship in his Rover Mini Cooper and also raced a Mini in the Mighty Mini series. Both his Minis have been reproduced as models by Corgi.

The Mini was produced for 41 years and it is 41 years since Rauno Aaaltonen won the European Championship by winning a very snowy 1965 RAC Rally in his Mini Cooper S. Cliff remembers following the success of the triumphant BMC team by reading the motoring magazines before delivering them to customers on his paper round. It is also 45 years since the Mini Cooper was introduced. “The legend lives on.”

Cliff & Neil will also be part of a 3 car MiniWorld/Cooper Car Co team which includes Peter Barker/Willy Cave and Chris Day/Simon Wheatcroft. All are members of the Mini Cooper Register. Follow the team progress by visiting www.cbmmotorsport.com

Electric Mini Cooper: Test Drive

Electric cars have gained a lot of street cred over the last year and a half, evolving in the public imagination from the milquetoast General Motors EV1’s of the 1990s to modern electric supercars such as the Tesla Roadster. Yet even with their new high-performance image, electric cars still have an aura of inaccessibility to them. These vehicles are either expensive (Teslas run about $100K) or still somewhat notional (Ford's Edge HySeries isn’t expected until 2010—and it isn’t a full-electric car anyway).

What may come as a surprise to anybody interested in driving electric is that you can have one of these vehicles right now, for about $50,000. The week after they let us drive their electric roadster, Hybrid Technologies brought a lithium ion-powered Mini Cooper by our New York offices for a test drive (see video) to show us, not the future of electric cars, but the present. Hybrid avoids the cost of developing a ground-up electric vehicle by ripping the powertrains out of standard vehicles and replacing those guts with electric innards. (Watch video of the test drive, story continues below.)

According to company founder Richard Griffiths, the Mini we tested sports a 78kW electric motor, can get up to 200 miles on a charge and recharges in six to eight hours. Inside, the only real changes to the Mini interior are that the back seats are gone (your batteries are now your “+2”) and the gas gauge now reads permanently empty because as far as your vehicle’s instrument cluster is concerned, you have no gas.

But that doesn’t mean that you have no power. The lithium-powered Mini takes off with gusto—not surprising, since electric motors have full torque available at takeoff. Handling and feedback through the steering wheel are identical to the standard gasoline Mini, but the throttle has a feeling of abruptness to it—the motor is either on or it’s off. Speaking of which, turning this car on is one of the most unusual sensations I’ve ever had in an automobile. Aside from the dashboard lights, there is zero feedback to confirm that you’ve correctly started the vehicle—no engine hum or vibration—nothing. In fact, I had to cycle the ignition key on and off several times before I could drive off. It brought to mind the horror film cliché of zombies closing in and a car that just! won’t! start! AHHHH! Oh, wait, it’s on.

On the whole, though, it’s as valid a vehicle as any other Mini, and Griffiths says the company is negotiating with several automakers to potentially make their lithium-ion powered motor just another powertrain option available through the dealer. Right now, Hybrid also creates electric versions of the Smart Car, Chrysler Crossfire and an assortment of scooters. Those interested in a four-seat vehicle can get an electrified PT Cruiser‹although that does entail driving around in a PT Cruiser.

Is a 90 to 100 percent premium over the sticker cost of an ordinary vehicle too much to pay to drive electric? It’s a good question. It would take years to get the money back in gasoline savings, but when it comes to the feel-good side benefits of driving a zero-emissions (we know, we know, we’re not counting the coal-fired electric plants), foreign-fuel-free vehicle, can you put a price tag on that? —Glenn Derene

Mini Cooper drivers get flashed with RFID

Mini USA customers have their name in lights, thanks to RFID.

While some liken the use of radio frequency identification (RFID) technology to Big Brother surveillance or other sinister uses, the manufacturer of the small-but-stylish Mini Cooper car thinks the technology can give its customers a sense of family.

With that in mind, Mini USA has launched a pilot program that allows Mini Cooper drivers equipped with special RFID-enabled key tags to signal specially designed billboards for a personalized message display. The message might contain the driver's name, mention a special feature on the car such as its color or a unique roof rack, and deliver a customized greeting. The idea is to make a driver feel he is part of the Mini Cooper family, according to a spokesman for Mini USA, a division of BMW of North America LLC.

The program, launched two weeks ago, includes one billboard each in Chicago, New York, San Francisco and Miami. About 4,500 drivers signed up by logging onto a Web site and entering "some lighthearted data about themselves," the spokesman said.

"People will say this is cool and will want to drive by the sign more frequently," said the spokesman. "It will pop up a message when their friend is in the car, and they'll say, 'Hey, that's cool!' and it basically will allow them to be a brand ambassador."

The Mini Cooper billboards feature a display panel that can flash a 24-character blurb. An antenna and module on the sign communicates with the driver's RFID tag and reads a random identifying code number contained there. Using a wireless network connection, the module links to a secure server to match the code number with the driver's data. The message is then created and displayed.

The server containing drivers' data is protected by a firewall. Even if the information from the RFID tag was stolen, the only thing hackers could pilfer from the chip is the anonymous random code assigned to the driver. No personal information, such as an address or bank account number, is contained in the RFID tag.

The company stressed that drivers shouldn't feel nervous. "RFID is being used for invasive tracking methods, but we thought we'd use this unique technology to talk to owners, as opposed to being in a tracking mode," he said. "As a small company, we can easily develop a one-on-one relationship with the owner, and this is one way to do it."

The program will be evaluated for several months for participant feedback. "The drivers appreciate this kind of technology," he said. "They're pretrend types that find out about things before other people. They probably read Computerworld."

Mini Cooper and RFID Technology

MINI USA First To Use Advanced Technology to Communicate Directly With Consumers Through Pilot Program Launching In New York, Chicago, San Francisco and Miami

Imagine MINI owner Scott is driving down the highway. He's checking out the billboards - phone companies (snore)... online casinos (no thanks)... "MOTOR LIKE YOU MEAN IT, SCOTT!" (Hold on! Say what?). Scott has just experienced personalized "talking" billboards - the latest innovation from MINI USA, which will be the first to use advanced technology to communicate directly with its consumers with the introduction of MINI Motorby. Commuters who are tired of seeing billboards with the same mind-numbing out-of-home copy will instead be greeted by MINI Motorboards. These boards feature an ever-changing array of unique, personal, playful and unexpected messages targeted to and triggered by MINI owners. Messages will be spelled out in lights on billboards in locations in New York, Chicago, San Francisco and Miami beginning January 2007.

To "deliver" their Motorby messages, MINI will utilize Radio Frequency Identification (RFID) technology - or, as MINI likes to call it, "Really Fun Interactive Devices." RFID, which is used in everything from passports and credit cards to pet IDs, tollbooths and even ski lifts, has never been used as a means of communication with customers - until now. With this groundbreaking new use of RFID, MINI will engage its community in a conversation in a fun, engaging, dynamic and personalized way.

The conversation between Motorboard and motorist begins online when MINI owners who want to be part of the program answer spirited questions about themselves and most importantly, how they feel about motoring and their MINI. When owners visit the MINI Motorby website, they will be able to fill out the simple Motorby questionnaire. Some questions are as straightforward as a birth date while others are more detailed inquiries, including "What adjective best describes how you motor?" and "What is your MINI's nick-name?"

An electronic key fob - a small hardware device with built-in authentication mechanisms - will then be sent to the owner. The fob, which fits on a regular keychain, electronically communicates with the MINI Motorboard as the MINI driver approaches and triggers a personalized message that will entertain awe and delight the driver. Drivers might be greeted with Motorboards that take a playful dig at their chosen profession. For example, a lawyer's message might be, "MOVING AT THE SPEED OF JUSTICE!" Other drivers may receive a message that plays on what they perceive as the best feature of their MINI; owners who covet their car's size can have a laugh at a billboard displaying, "ACTUALLY, SIZE DOES MATTER." Of course when all else fails, MINI knows there's nothing quite like flattery… so, don't be surprised if you catch a glimpse of a billboard declaring, "NICE ROOF GRAPHIC, ROCKET!"

"Motorby is all about creating unique MINI experiences and leveraging new technologies to engage owners and prospects," said Kate Alini, Marketing Communications Manager of MINI USA. "We are excited to be the first to use RFID technology to communicate directly with our owners in a customized and unexpected way. And, even though the messages are individually personalized, we still expect them to elicit more than a few smiles from all motorists who witness the Motorboards."

"This is the ultimate one-to-one creative execution, and it's perfectly aligned with everything we're trying to do with MINI," said John Butler, Executive Creative Director and Founding Partner at Butler, Shine, Stern and Partners, MINI USA's ad agency. "MINI has a long history of building its brand with unique, never been done before creative, and Motorby is just the latest example. Each owner in the MINI community is unique, and they each deserve messaging custom tailored to their interests and passions."

Motorby dynamically generates customized content to MINI owners carrying active RFID tags in real-time. Content is created using a number of factors, including information provided by the owners, geography, time, and other general information. When not displaying custom messages, the boards show content that's relevant to MINI or the location of the board. The RFID technology deployed allows users to be identified from up to 500 feet while carrying their key fob, either while driving or carrying it on foot. The system is based on a distributed model, in which content programming and administration is managed through a central server, which in turn coordinates with client nodes that are on the outdoor boards. The central server updates content hourly, or even on-demand if desired, allowing for near real-time communication.

The RFID tags do not contain any user data, and use cryptographic protocols to maximize customer privacy. The displays are standard LED displays and can be programmed to display content in a variety of formats. This allows for flexibility, and can eventually be coupled with any digital media, including rich media and sound.

The Motorby key fob can only be used near one of the four MINI Motorboards. No personal data or information is contained on the key fob. The information provided by the survey questions will not be used or given to third parties.

Where you can find Motorby
MINI Motorby will launch on Monday, January 29, 2007 at four select locations across the country. These locations are:

CHICAGO: I-294 (North Tri-State), .25 mile south of Wolf Road, south of Chicago O'Hare airport (faces southbound traffic).

MIAMI: Palmetto Expressway, 25 feet north of NW 50th Street (faces northbound traffic).

NEW YORK: 10TH Avenue & 30TH Street, just before the entrance to the Lincoln Tunnel (faces northbound traffic).