Minitre
In April 1982, at the same time as the engines were changed for Daihatsu units, the Mini's original rubber suspension was changed to a more conventional (and comfortable) independently developed layout with MacPherson struts in the front and an independent, rear suspension with lower wishbones and a transverse single-leaf spring which also acted as a stabilizer.[6][7] To indicate the new engines, the cars were renamed Innocenti Tre Cilindri, or simply "Tre" (three). The new engines and suspension carried with them a weight penalty of about 55 kg.[5] The new Innocentis were nearly indistinguishable from their predecessors, the external changes being limited to badging and a chin spoiler. In January 1984, along with a gentle facelift, they were renamed Minitre (sometimes written "Mini 3"). Most of the new parts came straight from the Daihatsu Charade. European exports, which had hitherto been managed by local British Leyland affiliates, were either halted or generally slowed down. For the first year or two, Minitres were limited to exporting to France, Belgium, and Switzerland. In 1983, the German Daihatsu importer Walter Hagen took over sales there, after a hiatus of over a year.[8] The old Leyland-engined versions continued to be sold until stocks ran out. In spite of the new model, production dropped steadily: from 23,187 in 1981 to 21,646 the next year to 13,688 in 1983, the first year in which all cars were Daihatsu-engined.[9][10] During 1984, sales shot up again as the car had regained its credibility. Carrozzeria Embo displayed a convertible version of the Minitre SE, called a Spyder, but de Tomaso decided against series production.
Aside from the sporting turbocharged version, the Minitre was originally only available with a carburetted 52 PS petrol engine, in three different levels of trim: S, SL, and SE.[11] While usually fitted with a five-speed manual transmission rather than the four-speed unit used in the earlier four-cylinder cars, a two-speed semiautomatic also became available in July 1984, sold as the "Minimatic".[12] This was the same unit as the one marketed as the "Daimatic" by Daihatsu themselves. The Matic's gearbox has the same dimensions as does the manual transmission, and is fitted with a torque converter and a planetary gear train with two gear ratios which are selected by a traditional, floor-mounted gear lever.[13]
While the Daihatsu powertrains were considerably more expensive than the English units, Alejandro DeTomaso stated that this was more than paid for by lowered warranty claims. In 1984 he said that warranty repairs were down by 70% when Japanese-engined Minis were compared with the BL-engined ones. His biggest problem was that his service network had become overstaffed as a result of the higher quality engines.[5] This surfeit of servicing staff may have also been a result of steadily declining production numbers (down from the forty-thousands in the late seventies to the mid-teens by 1984/1985), something which De Tomaso tried to ameliorate by offering a more luxurious and customisable product than did their main competitor Fiat.[14]
The three-cylinder (and some two-cylinder versions as well) continued in production until 1993, and this range was also available with a 37 PS diesel version of the 1-litre engine. The diesel looked the same, inside and out, as did the regular Minitre. At the time of introduction (April 1984), this engine was not only the smallest passenger car diesel in the world, but also had the highest specific output of any naturally aspirated diesel engine in series production; it thus made for a surprisingly spirited performer.[15] Introduced as part of an effort to bring Innocenti production above the threshold of profitability, around 20,000 cars annually, the Minidiesel sold very well.[16] The diesel took thirty percent of the overall production with nearly no negative effect on sales of the petrol versions, a considerably bigger share than the expected twenty percent.[5] It was helped by a lack of real competitors: by 1988 it still only had to compete with the 1.3 litre Fiat Uno and Panda diesels, as well as the Volkswagen Polo diesel, all of which were in a higher tax bracket and had higher fuel consumption.[17]
990
In Turin 1986, the longer 990 was presented. This version had a wheelbase which was extended by 160 mm and was available with either the naturally aspirated petrol or diesel 1 L engines. In addition to a more useful back seat, the 990 also had a more sloped windscreen for somewhat better aerodynamics.[18] Classified as a five-seater, even two adults would still find the rear seat uncomfortable.[19] A well balanced design, the longer wheelbase version can be hard to identify, if not for the missing pillar in the glass of the door, and the forward placement of the mirrors. The luggage space also increased somewhat, with 295 L rather than 280 L.[20]
The 990 also received bigger bumpers and a new grille with horizontal bars and the Innocenti logo, a stylised "i". The rear number plate was moved up to between the rear lights.[21] The 990's rear seat folded and was divided down the middle.[17]
990
In Turin 1986, the longer 990 was presented. This version had a wheelbase which was extended by 160 mm and was available with either the naturally aspirated petrol or diesel 1 L engines. In addition to a more useful back seat, the 990 also had a more sloped windscreen for somewhat better aerodynamics.[18] Classified as a five-seater, even two adults would still find the rear seat uncomfortable.[19] A well balanced design, the longer wheelbase version can be hard to identify, if not for the missing pillar in the glass of the door, and the forward placement of the mirrors. The luggage space also increased somewhat, with 295 L rather than 280 L.[20]
The 990 also received bigger bumpers and a new grille with horizontal bars and the Innocenti logo, a stylised "i". The rear number plate was moved up to between the rear lights.[21] The 990's rear seat folded and was divided down the middle.[17]
The 990 was an adaptation of a 1982 concept executed by
650/500
A "Minidue" had been rumoured for some time, but most were expecting the fitment of a Moto Guzzi 650 cc V-twin engine, since Moto Guzzi was another company owned by de Tomaso at the time.[5] A few prototypes were even built with this engine, but the amount of work it would have taken to make the motorcycle unit suitable for a car made the project unfeasible.[23] Instead, Innocenti chose to stick to Daihatsu engines. First shown at the Turin Auto Show in November 1984, the two-cylinder, short-stroke 617 cc "Mini 650" was also available as a better equipped "SE" model.[24] The 650 received a silver-painted asymmetric grille, while the SE model had model-specific hubcaps divided into threes. While not very powerful at 31 PS, the two-cylinder engine was surprisingly smooth-running thanks to the use of twin balance shafts.[25] The dashboard was also unique to the 650 and was quite spartan: for instance, it had no door to the glove compartment. In the rear, the reflective bar between the taillights was replaced by a black plastic unit.[25]
Small
Following Fiat's 1990 takeover of Innocenti, the car was renamed the Innocenti Small and the Diesel, Matic, and Turbo de Tomaso versions were dropped.[29] Updates included a slight facelift in November 1990,[30] while the little 500's engine was updated to a 659 cc version following changes to the kei car regulations in March 1990 to allow for 660 cc of displacement—Daihatsu had quickly replaced the smaller EB engine with the somewhat bigger EF unit. Power remained exactly the same, while an increase in torque from 42 Nm at 4,000 rpm to 49 Nm at 3,400 rpm increased flexibility and meant that the top speed crept up to 120 km/h.[30] Fuel economy also increased moderately. In July 1991 a luxurious "Serie Speciale" variant of the 990 was introduced, also offered with an available canvas-roof.[30] The 990 Serie Speciale featured an alcantara interior by Missoni.
Turbo de Tomaso
After the change to Daihatsu engines, a new De Tomaso version with a turbocharged, 72 PS version of the 993 cc three-cylinder engine was presented in December 1983. Italian sales began the next month.[32] This was the two-valve version; the considerably more powerful multivalve version used in the Charade GTti was never used in the Innocenti. The bodywork was also revised, with the headlights now sloping backwards and with new bumpers, skirts, and bumper extensions to fit the 160/65 SR315 (TRX) alloys. The sporty steering wheel received a leather rim. The original version was equipped with an Italian development of the naturally aspirated CB22 engine (called CB-DT, for "De Tomaso"), with an IHI RHB5 turbocharger and the same 9.1:1 compression ratio as for the CB22. Max power was reached at 6200 rpm for the original version.[33] In road tests the Innocenti came in for complaints for its awkward upright driving position, mediocre comfort, and instability under braking. Plus points were steering, light weight, and appearance.[34]
Exports
European exports had been run by the British Leyland affiliates in target markets, and were either halted or generally slowed down once the Daihatsu-engined cars were introduced. In 1982 and most of 1983 Minitres were only exported to France, Belgium, and to Switzerland. In 1983 Innocenti re-entered the German market,[8] signalling a slow climb in exports once again.
The Innocenti DeTomaso was brought to Canada by a company called Incacars (Dino Rivera, Montreal) from 1984 but sales dropped considerably with concerns about reliability – from 2,000 cars the first year to only 196 in the first six months of 1986.[38] Apart from catalysed versions of the CB22 or CB60 (DeTomaso) engines, the Canada-bound DeTomasos also received unique rectangular side-marker lights.
