1964 Monte Carlo Rallye - Photos, History and Profile by Sports Car Digest 3 Comments It is now 50 years since one of the most spectacular victories in the history of international motor sport. On 21 January 1964, the Mini Cooper S won the Monte Carlo Rally for the first time. It was the pairing of Northern Ireland’s Patrick “Paddy” Hopkirk and his co-driver Henry Liddon that pulled off the big surprise, resisting the supposed superiority of significantly more powerful rivals in their small British car. Its faultless run over country roads and mountain passes, ice and snow, tight corners and steep gradients laid the foundations for the underdog-turned-giant-slayer to cement itself in both the hearts of the public and the annals of motor sport legend. Indeed, the Mini’s dominance of the Monte Carlo Rally continued over the years that followed, Hopkirk’s Finnish team-mates Timo Mäkinen and Rauno Aaltonen adding two further overall victories — in 1965 and 1967 — to the British manufacturer’s collection.

Now 80 years old, Paddy Hopkirk’s eyes still light up when he recalls the driving qualities of his winning car, “Although the Mini was only a little family saloon, technically it had a lot of advantages. Its front-wheel drive and front-mounted transverse engine were a great advantage, and the fact the car was smaller and the roads were ploughed, they were quite narrow, so I suppose that was an advantage. We were very lucky – the car was right, everything happened at the right time and came together at the right moment.” It was the legendary “Night of the Long Knives”, the penultimate stage of the Monte, which put the Mini Cooper S with car number 37 and the now famous licence plate 33 EJB on course for victory that winter of 1964. Hopkirk crossed the finish line just 17 seconds off the pace set by his chief adversary Bo Ljungfeldt in the far more powerful V8-powered Ford Falcon. The handicap formula at the time — designed to even out the weight and power differences between the various cars — meant the Mini actually led the way in the overall standings.

And Hopkirk defended his advantage in the sprint through the streets of Monte Carlo that rounded off the rally. At the winner’s ceremony he shared the cheers of the crowed with his team-mates. Timo Mäkinen’s fourth-place finish and Rauno Aaltonen’s seventh overall set the seal on the success of the Mini Cooper S and ushered in the era of the “Three Musketeers” in the Monte Carlo Rally. The Mini’s victory was celebrated with particular excitement in its native Britain. Hopkirk received a congratulatory telegram from the British government and the Beatles were also among those leading the applause. “I got a telegram from the Beatles,” remembered Hopkirk.

“That was followed by a photograph of the four of them autographed to me saying: ‘You’re one of us now, Paddy.’ And it’s very nice to have that nowadays.” Paddy Hopkirk with Morris Mini Cooper S (photo: Paddy Hopkirk with Morris Mini Cooper S Paddy Hopkirk and Henry Liddon in the Mini Cooper at the Rallye Monte Carlo 1964 The triumph of the Mini Cooper S in the 1964 Monte Carlo Rallye was lauded as a sensation by motor sport fans around the world. But this wasn’t a success that came entirely out of the blue: the small car developed by Alec Issigonis, then Deputy Technical Director at the British Motor Corporation, possessed an inherent sporting talent from birth. The first person to spot this potential was John Cooper. The sports car designer was the driving force behind construction of a more powerful version of the car. The Mini produced only 34 hp at launch, but its front-wheel drive, low weight, wide track and comparatively long wheelbase made it an extremely agile four-seater and paved the way for its forays onto race circuits and rally courses.

As early as 1960, big-name racing drivers like Graham Hill, Jack Brabham and Jim Clark were spotted testing the cornering flair of the John Cooper-tuned small car on the Silverstone Formula One track. However, the classic Mini was most at home in rally racing. Patt Moss, sister of grand prix driver Stirling Moss, piloted it to wins in the Tulip Rally and Baden-Baden Rally in 1962. And by the following year, the diminutive British car was ready to burst into the public consciousness at the Monte Carlo Rally. Preceding years had been a tough learning experience for the works team, but now they would make people sit up and take notice. Rauno Aaltonen and Paddy Hopkirk drove the 55 hp Mini Cooper to a 1-2 finish in their class, which was good enough for third and sixth places overall. It was clear that the Mini was better equipped than any other car to pull off the classic David vs Goliath act. John Cooper had long suspected that the car had what it took. Back in 1959 he instructed Roy Salvadori to drive a prototype to the Italian Grand Prix in Monza.

The journey itself turned into a race between Salvadori and fellow racing driver Reg Parnell at the wheel of an Aston Martin DB4. The result confirmed what Cooper had foreseen in his mind’s eye: the Cooper-prepared classic Mini arrived around an hour earlier than the much more powerful Aston. Identifiable from a distance with their tartan red bodywork and white roofs, the six small racers dispatched by the BMC works team for the Monte Carlo Rally in 1964 were — at least on paper — fighting against the tide once more. The Mini Cooper S lined up at the start for the first time. Its new four-cylinder engine now had an increased 1071cc capacity and output had also been boosted to around 90 hp. This was a lot more than in previous years but still modest in the face of competition from the likes of the Mercedes-Benz 300 SE and Ford Falcon, whose six-cylinder and V8 units had three or four times more power at their disposal.

Paddy Hopkirk and Henry Liddon in the Mini Cooper at the Rallye Monte Carlo 1964 Team Mini Cooper at the Rallye Monte Carlo 1964 Paddy Hopkirk and Henry Liddon in the Mini Cooper at the Rallye Monte Carlo 1964 Paddy Hopkirk and Henry Liddon in the Mini Cooper at the Rallye Monte Carlo 1964 Paddy Hopkirk and Henry Liddon in the Mini Cooper at the Rallye Monte Carlo 1964 Monte Carlo Minis | Articles | Monte Carlo Minis 8 images 11 comment In Europe, the word “motorsports” holds a different meaning than it does here: rallying, not the Daytona 500 or the Indianapolis 500, is the passion of many. And since 1911, the wintertime Monte Carlo Rally has been the continent’s version of our 500. For generations, European fans have been enamored by the spectacular skill, incredible action and horrible weather conditions provided by international rallying. Manufacturers also love the sport, as it can be the perfect place to showcase the performance and durability of their products.

The Principality of Monaco may only occupy one square mile of southern Europe, but this tiny country plays an important part on the world’s rally stage. Wedged between the Alpes-Maritimes and the Mediterranean Sea, Monaco and its single city—Monte Carlo—lie alongside the Italian border and near the city of Nice, France. Tiny, wealthy and beautiful, Monaco is the perfect place to host an international event. Organized by the Automobile Club de Monaco, the Rallye Autommobile Monte Carlo soon earned an international reputation. It is the oldest, most famous and therefore the most prestigious rally on the current FIA World Rally Championship calendar. This year marked the 74th running of this amazing event, the only interruptions coming during the first and second World Wars. While different routes have been used throughout the years, all competitors now start and finish in Monaco, with the majority of the action taking place in the mountains in nearby France. The weather for this January event is often unpredictable, and drivers can encounter anything from deep snow to dry asphalt—sometimes on the same stage. Forty years ago, a small car from England took on the Monte Carlo and rivaled anything the world of rallying had to offer.

Mini and the Monte Victory is sweet: Paddy Hopkirk and Henry Liddon receive their winners’ trophies after the 1964 Monte Carlo Rally. Thanks to its then-unorthodox front-wheel-drive layout and diminutive size, the Mini was simply perfect for rallying right from the start. Half a dozen works cars made their appearance in the 1960 Monte Carlo Rally just six months after the Mini made its market debut. Private drivers entered six more of these small but mighty performers. Back then, however, the newcomer was not particularly competitive, as Peter Riley and Rupert Jones finished 23rd in the fastest Mini. A year later, the small cars from Britain were again unsuccessful, as none of the three works cars entered reached the finish line. All this changed dramatically in 1962, when Rauno Aaltonen, the Flying Finn, entered the Monte Carlo Rally for the first time at the wheel of a Mini Cooper. Unfortunately, this very nearly became his last rally, too, as his Mini rolled over in an accident, landed on its roof and caught fire. Aaltonen had just a few seconds to escape before his Mini became a victim of the flames.

Only two other works Minis remained in the event, finishing the rally in the 26th and 77th positions. But two more names in the list of entrants were destined to soon hit the headlines together with the Mini: This was the year in which Timo Mäkinen entered Monte Carlo for the first time in a Mini Cooper, as a private driver, while the Sunbeam Rapier that finished third overall was driven by an Irishman named Patrick “Paddy” Hopkirk. Luck of the Irish The Mini became a factor in 1963. Hopkirk was back, this time at the wheel of a Mini Cooper, one of four works cars entered in the rally. Rauno Aaltonen was 1963’s most successful Mini driver. He clinched a class victory while crossing the finish line third overall. Paddy Hopkirk followed, arriving behind Aaltonen second in class and sixth overall. The two other Mini Coopers entered by the works team finished 28th and 44th. For 1964, the rally promised to be more exciting than ever. And what had become increasingly evident in previous years became clear on Jan.

17, 1964: The era of the amateurs was coming to an end, with more and more works teams now entering the Monte Carlo Rally. Back then, teams began from several locations, with all routes eventually ending in Monte Carlo. Starting out in Minsk, Glasgow, Paris, Frankfurt, Athens, Warsaw, Lisbon and Monaco—the latter naturally also marking the finish line—the teams were a colorful group. The ultra-powerful Ford Falcons with Greder/Delalande and Schlesser/Leguezec at the wheel were matched, at best, by the Mercedes-Benz 300SE driven by Böhringer/Kaiser and Glemser/Braungart. But Trana/Lindstrom, at the wheel of a Volvo 544, were also expected to look good, just like Toivonen/Jarvi in their Volkswagen 1500. Citroën entered no less than four copies of the DS19, but in terms of sheer numbers the French manufacturer still lagged behind the British. BMC alone registered an astounding six ultra-quick and nimble Minis. Private teams entered another 24.

Newer, Stronger, Faster: the Mini Cooper S While today’s FIA World Rally Championship cars nearly rival Formula 1 machines in the technology department, things were a little closer to stock back in the 1960s. A new version of the Mini was entered for 1964: the Cooper S. Both power and speed had been improved. Engine displacement had been raised to 1071cc, with a maximum output of 70 horsepower. Not only did the higher top speed of 99 mph promise to make the Mini more competitive, but also—and, indeed, above all—much faster acceleration was now available. A blast from a standstill to 100 km/h now took only 13 seconds instead of 19. The rally began well for the Mini drivers, as the average speed of all cars on their 4000-kilometer trip to Reims, the meeting point of the “concentration runs,” was 31 mph. That may seem slow, but only 277 cars reached this first destination—all the works Minis among them.

Then, in this historic French city, rally officials carefully made a note of the number plates on the three red Minis: 33 EJB driven by Paddy Hopkirk, LBL 6D with Rauno Aaltonen at the wheel, and AJB 44B piloted by Timo Mäkinen. The three cars with their white roofs were destined to become legend. The first leg of the rally ran to Saint Claude, covering a distance of 370 miles. After the 14-mile special trial between Saint Didier and Mont Main, the Ford Falcons with their mighty 4.7-liter V8 engines appeared to confirm their leading role, with Bo Ljungfeldt leading the field in his muscle machine. However, something small, yet potent, trailed in second: Paddy Hopkirk sat only 16 seconds behind in his Mini Cooper S. Third place belonged to Eugen Böhringer in his Mercedes 300SE, and Trana in a Volvo 544 was in fourth place. Timo Mäkinen sat in fifth place, behind the wheel of another Cooper.

Still, the nimble Minis did not have a very good chance of keeping these leading positions, since they were simply not built for high speeds. And the next leg of the rally from La Madelaine to Pelle Autiers, near Gap, was a 281/2-mile full-throttle trial. This was reflected by the rankings at the end of the day: Ljungfeldt remained in the lead with his fast American Falcon, and Trana was now in second place in his “humpback” Volvo. But the Minis put up a tremendous show all the same, as Hopkirk dropped back only one place. Mercedes driver Böhringer sat in fourth place, while Mäkinen hung on to fifth. Entering the decisive and most demanding trial, the teams used all their resources and special ploys to achieve the best possible result: “Ice scouts” drove the route as late as possible before the start of the test in order to warn the drivers of critical spots. The tire game was also a dominating factor, with some teams relying on spikes, others on special compounds. Super-low-profile tires with asymmetric treads served to provide optimum traction, while other tires featured a semi-radial-ply design.

(The first Dunlop low-profile racing tires made their appearance in 1964.) Prior to the “night of long knives,” Ljungfeldt’s Goliath was 65 seconds ahead of the “Davids” and their Minis. Now, however, Ljungfeldt’s big engine became a disadvantage. According to the event rules, teams with larger engines had to drive faster to avoid penalty points. As Ljungfeldt hurled his car through the serpentines up to Col de Turini and an altitude of 5271 feet, the weight of his Ford Falcon, the sheer size of the car, and the rear-wheel-drive layout proved to be a disadvantage in deep snow. The small Mini Coopers, in turn, more than compensated for their lack of power through their nimble handling and front-wheel drive. Reaching the finish line, Ljungfeldt was now only 17 seconds ahead of Hopkirk. And according to the handicap formula, Hopkirk was now in the lead with 2152.1 penalty points.

Saab driver Eric Carlsson now sat in second place with 2183.2 points, while Mäkinen moved up one place, as his 2216 points put him just 0.2 points ahead of Ljungfeldt. Now the only chance the Ford Falcon driver had for victory was to win the test on Monaco’s Grand Prix circuit. (This was the last year this stage was included as part of the rally.) Ljungfeldt pushed the Falcon around the circuit as fast as he could, with only Schlesser able to keep up. But Hopkirk didn’t give the Mini Cooper a rest, either. He finished only a half-minute behind Ljungfeldt and thus clinched victory. At the end of the rally, Hopkirk was the winner with 2536.2 points, Ljungfeldt finished second with 2566.7 points, and Carlsson was third with 2573.7 points.

To round off the Mini’s triumphant appearance, Mäkinen was fourth with 2593.8 points, while Rauno Aaltonen crossed the line in sixth place with 2619.5 points. The works strategy proved successful, with Hopkirk and his two Scandinavian colleagues forming a joint team for the first time. At the end of the rally, the spectacular and eye-catching style of all three drivers convinced many that Hopkirk, Mäkinen and Aaltonen must indeed be modern incarnations of Dumas’ Three Musketeers. 1965: Victory Once Again Other than the 1952 Monte Carlo Rally, when there was nothing but snow and ice in the Alpes-Maritimes, weather conditions for the 1965 running of the event were acknowledged as the most difficult ever. And instead of the final test on the Formula 1 circuit in Monaco, the teams now had to go back to the mountains for a second time, being required to cover 378 miles in a second tormenting night drive from Saint Claude to Monte Carlo, again racing through the Alpes-Maritimes under the toughest conditions. Visibility in dense snowfall was near zero.

Ultimately only 35 out of the original 237 teams reached the checkered flag—three of them being Minis. Facing this kind of challenge, Timo Mäkinen together with co-driver Paul Easter continued the Mini Cooper’s story of success. They brought home a victory in the Monte, and despite the adverse conditions, were the only team in the entire field to complete the route without a single penalty point. Mäkinen put up an amazing performance as well, achieving the fastest time in three out of five special trials on the final ultra-difficult legs of the rally. Entering the last night eight minutes in the lead, Mäkinen won no less than five out of six special trials in this final part of the rally. This was Mäkinen’s first outing in a Mini Cooper with the new 1275cc engine, the one destined to become synonymous with this model. Mäkinen had set out from Stockholm with Hopkirk. Two other cars came from Minsk, and one each came from Paris and Athens. Hopkirk finished the rally in 26th place, closely followed by the brothers Eric and Donald Morley, who formed another works team.

1966: Disqualification The Mini armada went for their hat trick in 1966, with the four Cooper teams being acknowledged as the prerace favorites and receiving lots of public attention. From the start, the teams lived up to this commitment, as Mäkinen, Aaltonen and Hopkirk left all the others far behind, finishing first, second and third at the end of the event. But then came one of the most questionable decisions in the history of the Monte Carlo Rally: After an eight-hour post-race technical inspection, the four additional headlights mounted on the radiator grille of the Mini Coopers were said to not comply with French homologation rules. Proceeding from this highly debatable point, the jury disqualified the first three cars. The Lotus Cortina that had finished fourth was disqualified for the same reason, and Citroën driver Toivonen was moved to the top of the podium as the winner.

1967: Vindication Tastes Sweet Notwithstanding the bitter experience of 1966, the Mini Coopers were back for the 1967 Monte Carlo Rally, as the Three Musketeers—Aaltonen, Hopkirk and Mäkinen—were joined by Simo Lampinen and Tony Fall. Entering the event as number 177, Rauno Aaltonen finally ended up in first place, 12 seconds ahead of the second-place Lancia. The other Mini Coopers likewise saw the checkered flag, with Hopkirk finishing sixth, Fall 10th, Lampinen 15th and Mäkinen 41st. Wrapping Things Up in 1968 1968 was the last time the works Mini armada set out for Monaco, as something faster was needed to run up front. Larger cars producing more power had finally caught up with the Mini Cooper S, at least as far as international rally competition went. The Cooper S wasn’t a total embarrassment, however, as works driver Aaltonen finished third.

Fall came in fourth, and Hopkirk finished fifth; Mäkinen was 55th at the finish line. Despite these excellent results, it was clear that the Mini Cooper S had passed its prime as a rally car. The legend, however, lived on even after the era of the Mini Cooper came to an end. To this very day, every rally enthusiast knows the meaning of 33 EJB—the number plate on Hopkirk’s Mini Cooper S, winner of the 1964 Monte Carlo Rally. Driving the Monte Carlo Rally Route To personally celebrate the legend of the Mini Cooper S rally team, we recently drove some stages of the Monte Carlo Rally in both classic Coopers as well as the new car. Considered some of the most treacherous territory in the rally, the route we drove is located near Monte Carlo as well as the famous Col de Turini. This series of intense switchbacks is more hill climb than a rally or road race. While we got lucky weather-wise (for February, anyway), we still had a small amount of ice and snow on the road.

In 1964, Hopkirk, Aaltonen and Mäkinen didn’t get off so easily, as these same roads were covered in snow and ice. In a word, insane describes this kind of driving. Picture an event that makes the Chimney Rock or Hershey hill climbs look easy. Then run it at night and in a snowstorm. If that doesn’t scare you, run it when you are dead tired and on 1964 tire technology. These guys were certifiably brave as hell, and amazingly talented drivers. The Mini might have seemed like an underdog, but it really wasn’t. Its small size, front-wheel drive and great handling were really a pretty good choice for this type of work. The Mini’s main competition that year was the V8-powered Ford Falcon, another car that’s no stranger to us. On the few dry straight sections, we would choose the V8 power; but on switchbacks or in any kind of adverse weather, we would have chosen the Mini hands-down. Not only is the Mini a more nimble machine, but we’re pretty sure the Falcon would have required a few three-point turns—the road is just that tight.

Fast Men in Their Mini Coopers Paddy Hopkirk, Rauno Aaltonen and Timo Mäkinen pose with the legendary Mini Cooper that Hopkirk drove to the overall victory in the 1964 Rally Automobile Monte Carlo. In addition to the engineering talent of Mini designer Alec Issigonis and the tuning abilities of John Cooper, the Mini’s rally success can also be attributed to the men behind the wheel: Paddy Hopkirk, Rauno Aaltonen and Timo Mäkinen. So, are heroes born or are they made? That is a question that has piqued society’s interest for centuries. In 1964, these guys were young, barely into their 30s, and hungry for success. International rallying provided fun, adventure and a chance for fame, if not financial success. Most of us in the U.S. cannot fathom the popularity of rallying around the world. When Paddy Hopkirk won the 1964 Monte Carlo Rally, he received congratulatory calls from the prime minister of England—as well as the Beatles. Perhaps the bravest of the bunch were the co-drivers.

Guys like Henry Liddon and Paul Easter sat there powerless, shouting instructions they hoped were correct to drivers they hoped could hear and understand them. We recently had dinner with Paddy Hopkirk and Timo Mäkinen, and these guys are special. There is a light in their eyes and a fire in their belly that still shines through, even though they are in their 60s and 70s. Mäkinen, 68, is quiet and reserved. At 71, Hopkirk is still a wild man. At midnight at the Grand Prix Cafe in Monaco, after more than a little wine, he declares, “We’re going out!” With Mäkinen and Mike Cooper—son of John Cooper—in tow, we headed to an Irish pub that is Hopkirk’s local favorite. As we drank the night away and listened to the stories, it becames clear that Hopkirk and his crew live life large and are heroes not in the modern sense but in the Old West sense. Paddy Hopkirk Patrick Barron Hopkirk was born in Belfast, Northern Ireland, on April 4, 1933.

After finishing school, he studied agriculture at Trinity College in Dublin for three years before taking up his studies in engineering. In 1955, he left school and started his career as a rally driver, first with Triumph and then with Rootes. During these early years in motorsports, Hopkirk developed business interests in Belfast with various companies such as the Paddy Hopkirk School of Motoring and Paddy Hopkirk Ltd, now called Mont Blanc Industri, which manufactures load carrying systems and accessories. Although Hopkirk never adopted Rauno Aaltonen’s style of left-foot braking—a style of driving destined to make inroads in rallying—he nevertheless became one of the fastest drivers in the sport, finishing third in the 1962 Monte Carlo Rally at the wheel of a Sunbeam Rapier. Despite this good result, Hopkirk felt that the Rootes Team failed to acknowledge his full potential, so he decided to switch over to the BMC Team, driving an Austin-Healey 3000.

Hopkirk entered the BMC scene at almost the same time as the Mini Cooper, and after having thoroughly tested this small and nimble front-wheel-drive athlete, Hopkirk not only felt perfectly at home with the concept, but also set his focus on rally cars built to this principle. Driving the Mini Cooper, Hopkirk gained international recognition through numerous victories and top places in the most challenging events. Apart from victory in the 1964 Monte Carlo Rally, his greatest achievements include winning the 1965 and 1967 Circuit of Ireland, the 1966 and 1967 Alpine Rally, and the 1967 Rally Acropolis. Finally, in addition to rally competition, Hopkirk also entered road races such as the Targa Florio and Sebring. In 1970, two years after Lord Stokes, BMC’s chief executive, closed the Works Motorsport Department, Hopkirk withdrew from professional rallying to concentrate on his business interests. However, he has not completely let go of the sport, as he entered the RAC Golden 50 in 1982, the anniversary event celebrating the 50th RAC Rally.

Together with co-driver Brian Culcheth and the very same Mini Cooper that had brought Timo Mäkinen victory in the 1965 Monte Carlo Rally, Hopkirk came home in first. Hopkirk also entered the Pirelli Classic Marathon in 1990, bringing home the title together with co-driver Alec Poole. As Monte Carlo has never lost its outstanding appeal, Hopkirk decided to try his luck once again in 1994, entering the rally in a new Mini Cooper together with co-driver Ron Crellin. Boasting starter number 37 and the L33 EJB number plates front and rear, Hopkirk battled it out against far more modern cars and came home with an impressive 60th-place finish, 30 years after his legendary victory. Rauno Aaltonen Rauno Aaltonen was born in Turku, Finland, on Jan.

7 1938, and from the very beginning he was fascinated by everything motorsport had to offer: At the tender young age of 12, he started racing fast boats on water, winning the Finnish Speed Boat Championship no less than seven times and even bringing home the Scandinavian Championship at the young age of 20. Another of Aaltonen’s passions was motorcycles, and he became a member of the National Speedway Team and won the Scandinavian Grand Prix in road racing on a 125cc Ducati. At the time, he majored in economic science and then dedicated his attention to rallying. During the summer, he battled for points at the wheel of a Mercedes; in the winter, he drove a Saab and won the Finnish Rally Championship in 1961. Rauno Aaltonen joined the BMC Team in 1962, entering the Monte Carlo Rally at the wheel of a Mini Cooper. Holding second place just three kilometers from the finish line, he misjudged a bend and rolled the car in a bad accident. The car immediately caught fire, and Rauno barely managed to get out and escape the flames in time.

A year later, he finished third overall in the Monte Carlo Rally in his Mini Cooper and won his class. He finished seventh in 1964. After scoring a number of wins and leading places in international rallies, Rauno Aaltonen won the European Rally Championship in 1965. The success didn’t stop there, as he saw much success throughout 1966. In January 1967, with the help of the right tires and his inimitable style, he became the overall winner in the Monte Carlo Rally. Known as the “Flying Finn,” he spent the following years as a works driver with Lancia, Saab and Nissan. In 1976, he was appointed chief instructor of BMW Driver Training, not only because of his driving skills, but also on account of his analytical and teaching talents, earning him the nickname “Rally Professor.” In 1981, the government of Finland honored Aaltonen’s commitment to motorsports and road safety by making him a member of the Order of the Finnish Lion. Germany presented him with the Cristophorus Prize.

Today, Rauno Aaltonen remains active in both motorsports and traffic safety as a popular driver and sought-after advisor. Timo Mäkinen Timo Mäkinen was born in Helsinki, Finland, on March 18, 1938, and started his professional life by delivering newspapers for his father’s transport company. But he soon started racing in ice-track events, subsequently entering circuit races. In the late 1950s, he hit the headlines for the first time through his success at the wheel of a Jaguar D-type. Mäkinen entered his first rally in 1960, driving a car sponsored by the BMC importer in Helsinki. From that point on, he knew exactly where his future lay in motorsport: rallying. Soon he started to make a name for himself at the wheel of an Austin-Healey 3000 and the Mini Cooper, showing particular preference for the small, front-wheel-drive car: Mäkinen was one of the first drivers to prove the Mini’s potential, and he developed the right technique for scoring successful results in the sporting Cooper.

This soon brought him to the attention of Stuart Turner, BMC’s team manager, who hired Mäkinen for the 1962 RAC Rally, in which Mäkinen finished seventh overall. Assisting Mäkinen as the co-driver in an Austin-Healey 3000, Christobel Carlisle described the Finn’s style of driving in the following words back in 1963: “After three hours of driving over one snowbound pass after another, all I wanted to do was take the next plane home. Quite honestly, I was scared out of my mind. He kept on and on at 130 km/h, power-sliding round every bend. “But nothing ever went wrong. So I gave in to destiny. And at the end of the rally, I believed in Timo so strongly that I was able to push him even harder in order to meet the time limit.” This, perhaps, explains Mäkinen’s outstanding performance in 1965, when he won the snowbound Monte Carlo Rally far ahead of the competition. Racing the Austin-Healey 3000 and the Mini Cooper, Mäkinen scored one outstanding result after another.

His victories at the wheel of the Mini Cooper include the 1964 Tulip Rally, the 1965, 1966 and 1967 1000 Lakes Rallies, and the 1966 Three Cities Rally. In 1968, he switched over to powerboat racing and immediately claimed the Finnish Offshore Championship, subsequently winning the Round Britain Race in 1969. Timo Mäkinen, no relation to four-time WRC champion Tommi Mäkinen, continued rallying for Ford and Peugeot well into the 1990s, and like Hopkirk, entered the 1994 Monte Carlo Rally at the wheel of a new Mini. Unfortunately, technical problems kept Mäkinen from reaching the finish line.

1964 Monte Carlo Rallye - Photos, History and Profile by Sports Car Digest 3 Comments Small Car, Huge Win – 1964 Monte Carlo Rallye Profile Page Two The 33rd edition of the Monte Carlo Rally began — as was traditional at the time — with a nod to the origins of the event, the cars starting from nine European cities before converging on the French city of Reims. The Hopkirk/Liddon partnership got their journey with the Mini Cooper S under way in Minsk, while for Rauno Aaltonen and Tony Ambrose the Monte adventure started in Oslo, and Timo Mäkinen and Patrick Vanson set off from Paris. The Mini successfully negotiated all these journeys and all six works cars were able to take their place in the 277-strong field in Reims. The first stage of the rally to Saint-Claude brought together the two cars which were to define the 1964 Monte from start to finish. Bo Ljungfeldt roared to the top of the time sheets in his Ford Falcon, but Paddy Hopkirk remained hot on his heels in his Mini Cooper S.

The next leg of the rally was made up largely of mile-long flat-out sections, but Hopkirk refused to let his big-engined rivals build up a decisive advantage. The “Night of the Long Knives” would become the day of reckoning; this was the classic Mini’s chance to demonstrate its talents to the full. “It was quite snowy that year, so we had done a lot of practising and preparing,” explained Hopkirk. “The Mini was particularly good downhill, and all the tests were up and downhill, so what we lost going up, I think we made up for going downhill.” Irresistible handling, correct tyre choice, Hopkirk’s gifts at the wheel and the snow — which slowed the bigger cars down — all came together and ensured that Hopkirk was able to take over the lead on the 1,607-metre (5,270 ft) Col de Turini. However, it remained a tight contest all the way to the finish, with Bo Ljungfeldt, as expected, again posting the fastest time on the final stage through Monte Carlo. However, Hopkirk was also squeezing everything from his Mini Cooper S once again and hung onto his advantage to wrap up the win.

“It’s not like rallying today when you know where you are. I had to do the final circuit, then the journalists told me I had won and I couldn’t believe it. It surprised the world and us, so it was very nice,” recalled Hopkirk. The following year Timo Mäkinen and co-driver Paul Easter ensured the classic Mini would retain its title. They were helped by a new engine with capacity increased to 1275cc, but it was the Scandinavian’s driving skill that landed the decisive blow. Mäkinen was the only driver to remain penalty-point-free throughout the rally distance, despite the fact that the 1965 Monte Carlo Rally was providing one of the most exacting tests in the history of the event. Epic levels of snow and ice made the going seriously tough, but that didn’t stop the organisers including a second night stage through the Maritime Alps in the programme. Mäkinen and his Mini Cooper S appeared impervious to the deteriorating conditions. The Finn won five of the six special stages on the final leg of the rally and finished the event with a handsome margin over the second-placed car.

Paddy Hopkirk and Henry Liddon in the Mini Cooper at the Rallye Monte Carlo 1964 Paddy Hopkirk and Henry Liddon in the Mini Cooper at the Rallye Monte Carlo 1964 Paddy Hopkirk and Henry Liddon in the Mini Cooper at the Rallye Monte Carlo 1964 Paddy Hopkirk and Henry Liddon in the Mini Cooper at the Rallye Monte Carlo 1964 The most impressive and most dramatic Monte Carlo Rally for the “Three Musketeers” was to follow in 1966. Mäkinen, Aaltonen and Hopkirk dominated the event from the start, and it was in this order that they completed a clean sweep of the top three positions overall at the finish. Public enthusiasm for the quicksilver classic Minis appeared to be boundless — as was the disappointment when the French race commissioners revealed their decision to disqualify the trio on account of lights that allegedly did not conform with official regulations. This was also the reason given for removing the fourth-placed Lotus Cortina from the classification, which meant that the Finnish Citroën driver Pauli Toivonen was crowned the winner.

The dream of a Monte hat-trick lay in tatters, but the “Three Musketeers” resolved to return at the earliest opportunity. In the winter of 1967 Hopkirk, Mäkinen and Aaltonen lined up along two other BMC works teams for the Monte Carlo Rally. And this time neither the rules nor the other cars could stand between the Mini Cooper S and victory. Rauno Aaltonen was joined by Henry Liddon — Paddy Hopkirk’s co-driver from the successful 1964 Monte — for his latest assault on the rally. The Finnish-British team clicked straight into gear. Aaltonen guided the classic Mini to what was this time an undisputed victory with 12 seconds to spare. And nobody was more pleased for the duo than Hopkirk, “Henry Liddon was really an outstanding co-driver. But the co-drivers never got enough credit, you know. They did a fantastic job in reading the notes and they were the office manager of the car.” Hopkirk finished the 1967 Monte Carlo Rally in sixth place and drove the classic Mini to fifth overall the following year.

Aaltonen was third in 1968. However, the era of the small car that stormed to the summit of rally racing was clearly approaching an end. Its rivals had grown just too powerful and the sporting zenith of the classic Mini was now behind it. Memories of that famous triumph in the winter of 1964 will forever burn bright and the “Three Musketeers” have written an indelible chapter into the history of motor sport. As for distinctive headlight solutions, such as incurred the wrath of the powers-that-be back in 1966, they also live on as some of the most popular Original MINI Accessories — from black headlight housing and the evocative spotlights fronting the radiator grille to retrofit xenon headlights.

Paddy Hopkirk and Henry Liddon in the Mini Cooper at the Rallye Monte Carlo 1964 Paddy Hopkirk and Henry Liddon in the Mini Cooper at the Rallye Monte Carlo 1964 Rauno Aaltonen in the Mini Cooper at the Rallye Monte Carlo 1964 Paddy Hopkirk and Henry Liddon in the Mini Cooper at the Rallye Monte Carlo 1964 [Source: BMW AG] The Italian Job Mini – winning the Monte Carlo Rally 40 years ago Source: Mini The Beginnings... It certainly was the sensation in the 1963/64 winter rally season: A small red David with a white roof proudly showed its tailpipe to all those ultra-powerful Goliaths, clinching overall victory in the Monte Carlo Rally. And in this 'big bang', the tiny little car immediately became a legend: Originally conceived as an inexpensive and economical means of transport, the Mini had been transformed into the hot-blooded Mini Cooper now clearly standing out as the 'small man’s sports car'.

Wherever the Mini – either in standard trim, as the Cooper version, or in highly modified form – appeared at the start of a race, it was always good for a genuine surprise. Indeed, the Mini wrote many a headline in the world of rally racing, just like it made times more than difficult for the usual 'strong guys' on race circuits the world over. The 1960s, therefore, were the decade of the Mini, far beyond official races and competitive events alone. For even when the Mini started to feel keen competition on closed circuit tracks, there was still no other car in the market able to offer the same kind of sporting performance for so little money, providing outstanding driving pleasure within such compact dimensions. Forty years on nothing has changed The features which once took the Mini Cooper to victory in that historic race to Monaco remain the basic ingredients of the MINI Cooper today. With its compact exterior dimensions, the new (BMW) MINI Cooper simply whisks around corners, resting solidly on its wide track and long wheelbase. Indeed, this kind of driving behaviour clearly calls for sporting performance, the John Cooper Challenge Brand Trophy attracting an increasing number of motorsports aficionados particularly in Britain, the home country of the MINI.

And like their fathers 40 years ago, many aspiring talents and up-and-coming racing drivers gain their first experience and bring home their first trophies at the wheel of a MINI. In particular, however, every driver given the opportunity to take the wheel of a MINI will feel right away precisely why entering the Monte Carlo Rally would indeed be a wonderful experience. And nobody can express this feeling more appropriately than Rauno Aaltonen, the 'Flying Finn': "Both generations of the Mini clearly stand out from all other cars in precisely the same way. They are extremely agile and follow the steering immediately. Back then the Mini was a Princess, beautiful and full of character. In the meantime the Princess has grown up, and the new MINI has become a Queen!" A small car coming out big: Mini and the Monte Carlo Rally The Mini was simply perfect for rally racing right from the start, six works cars making their appearance in the 1960 Monte Carlo Rally just six months after the Mini had made its debut in the market. Private drivers entered six more of these brand-new, small but mighty performers. Back then, however, the newcomer was not yet particularly competitive, Riley/Jones finishing 23rd in the fastest Mini.

A year later the small cars from Britain were not successful, either, none of the three works cars entered in the race reaching the finish line. All this changed dramatically in 1962, when Rauno Aaltonen, the Flying Finn, entered the spectacular Rally for the first time at the wheel of a Mini Cooper. Unfortunately, this very nearly might have been his last Rally, too, with his car rolling over in an accident, landing on the roof and catching fire. Aaltonen just had a few seconds to get out before his Mini became a complete victim of the flames. Only two other works Minis remained in the race, finishing the Rally as No 26 and 77. But two more names also appeared in the list of entrants, destined to hit the headlines in the not too distant future together with the MINI: This was the year in which Timo Mäkinen entered Monto Carlo the first time in a Mini Cooper, albeit as a private driver. And the Sunbeam Rapier finishing third overall was driven by an Irishman called Patrick Hopkirk.

1963: first class win for the Mini Cooper Just a year later Paddy Hopkirk was back, this time at the wheel of a Mini Cooper, with four works cars entering the famous Rally in 1963. The most successful Mini driver was Rauno Aaltonen clinching victory in his class and finishing third overall. Paddy Hopkirk followed as second in his segment and finished sixth in the overall rating, the two other Mini Coopers raced by the works team finishing 28th and 44th. 1964 Monte Carlo Rally: How the Mini Cooper became a Legend The Rally promised to be more exciting than ever this year. And what had become increasingly evident in the years before then became a clear fact on 17 January 1964: The era of the amateurs was coming to an end, with more and more works teams now entering the Monte Carlo Rally. Starting out in Minsk, Glasgow, Paris, Frankfurt, Athens, Warsaw, Lisbon, and Monaco, the latter naturally also marking the finish line, the teams are really a colourful group.

The ultra-powerful Ford Falcons with Greder/Delalande and Schlesser/Leguezec at the wheel are matched, at best, by the Mercedes-Benz 300 SE driven by Böhringer/Kaiser and Glemser/Braungart. But Trana/Lindstrom at the wheel of a Volvo 544 also expect to look good, just like Toivonen/Jarvi in their Volkswagen 1500. Citroën enters no less than four DS 19s, but in terms of sheer numbers still lags behind the British, BMC alone registering an astounding six ultra-quick and nimble Minis, with 24 more Minis being raced by private teams. Mini drivers Patrick Hopkirk and Henry Liddon set out on the Rally in the Russian city of Minsk together with another Mini team, whilst Rauno Aaltonen and Tony Ambrose start their trip to the south of France in Oslo. The three other Minis, one of them driven by Timo Mäkinen and Patrick Vanson, start the Rally in Paris, heading for their first interim destination in Reims.

Newer, stronger, faster: the Mini Cooper S Precisely this combination of teams in the armada of Minis promises to be really exciting: Last year Aaltonen and Hopkirk finished first and second in their class, the Flying Finn even clinching third place overall. And this year they are entering the race with a new and even more powerful car: The model they had raced before was a production Mini developing 56 bhp from 997 cc, and with top speed of 140 km/h or 87 mph. This year the Minis entering the race are the new Cooper S with a larger engine displacing 1,071 cc and developing maximum output of 70 bhp. Not only the higher top speed of 160 km/h or 99 mph promises to make the Mini more competitive, but also – and, indeed, above all – much faster acceleration to 100 km/h in 13 instead of 19 seconds.

The Rally starts out very well for the drivers in their ultra-compact but very roomy racing machines: The average speed of all cars on their 4,000-kilometre trip to Reims is 50 km/h or 31 mph, with only 277 cars reaching this first destination – all the works Minis among them. Then, in this famous French city, the race officials carefully make a note of the number plates on the three red Minis with their white roofs destined to become a legend: 33 EJB driven by Paddy Hopkirk, LBL 6D with Rauno Aaltonen at the wheel, and AJB 44B piloted by Timo Mäkinen. Paddy Hopkirk & Henry Liddon's 1964 Monte Carlo Rally Winning Cooper - at the Gaydon Museum of the British Motor Industry A promising start: Paddy Hopkirk finishes second The first leg of the Rally now comprising all teams is to Saint Claude, with a distance of 597 kilometres or 370 miles.

After the 23-kilometre special trial between Saint Didier and Mont Main, the Ford Falcons with their mighty 4.7-litre 8-cylinder power units appear to confirm their leading role, Bo Ljungfeldt ranking No 1 in his muscle machine, but with Patrick 'Paddy' Hopkirk only 16 seconds behind in his Mini Cooper S. No 3 is Eugen Böhringer in his Mercedes 300 SE, and Trana in a Volvo 544 is in fourth place. The second Mini Cooper with Timo Mäkinen at the wheel is No 5. Hanging on there with full throttle Still – the nimble Minis do not have a very good chance of keeping these leading positions, since they are simply not built for very high speeds. And the next leg of the race from La Madelaine to Pelle Autiers near Gap is a 46-kilometre full throttle trial, which is reflected by the ranking at the end of the day: Ljungfeldt remains in the lead with his fast American Falcon, Trana is now in second place in his 'humpback' Volvo.

But the Minis put up a tremendous show all the same, Paddy Hopkirk dropping back only one place to No 3 in his Mini Cooper. Mercedes driver Eugen Böhringer is No 4, and Timo Mäkinen is able to hang on to fifth place. Final decision in the 'night of long knives' Entering the decisive and most demanding trial, the teams use all their resources and special ploys to achieve the best possible result:'Ice scouts' drive the same route as late as possible prior to the start of the race in order to warn the drivers of critical spots. The tyre game is also a dominating factor, some teams relying on spikes, others on compounds. Super low-section tires with asymmetric tread serve to provide optimum traction, some of the other tires used are in semi-radial-ply design. And the first Dunlop low-section racing tires also make their appearance this year. Prior to the 'night of long knives', Ljungfeldt’s Goliath is 65 seconds ahead of the 'Davids' in their Minis.

But now Ljungfeldt’s large engine is a disadvantage, since the rule in the Monte Carlo Rally is that drivers with larger engines have to drive faster to avoid penalty points. So Bo Ljungfeldt hurls his car through the serpentines up to Col de Turini at an altitude of 1,607 metres or 5,271 feet – but the weight of his Ford Falcon, the sheer size of the car and rear-wheel drive prove to be a disadvantage on deep snow. The small Mini Coopers, in turn, more than compensate their lack of power through their nimble handling in bends combined with front-wheel drive. Reaching the finish line, Ljungfeldt is now only 17 seconds ahead of Hopkirk. And according to the handicap formula, the Irish driver is now in the lead in his Mini Cooper with 2,152.1 penalty points. No 2 is Saab driver Eric Carlsson with 2,183.2 points. Mäkinen has also moved up one place, 2,216 points putting him just 0.2 points ahead of Ljungfeldt.

Thirty points for victory: Paddy Hopkirk wins the Monte Carlo Rally. The only chance the Ford Falcon driver now has for victory is to win the final circuit race on the Grand Prix city track in Monaco included for the last time this year in the Monte Carlo Rally. But this remains only a theoretical option: Bo Ljungfeldt pushes the Falcon round the circuit as fast as he can, with only Schlesser being able to keep up. But Paddy Hopkirk doesn’t give the Mini Cooper a rest, either, finishing only half a minute behind Ljungfeldt and thus clinching victory in the 1964 Monte Carlo Rally. So at the end of the race Paddy Hopkirk is the winner with 2,536.2 points, Bo Ljungfeldt finishes second with 2,566.7 points, and Carlsson is third with 2,573.7 points. To round off the Mini Coopers’ triumphant appearance, Mäkinen is fourth with 2,593.8 and Rauno Aaltonen 6th with 2,619.5 points.

The works strategy has therefore proven successful in every respect, Paddy Hopkirk and his two Scandinavian colleagues forming a joint team for the first time. At the end of the Rally the spectacular and eye-catching style of all three drivers shows everybody that these really must be the Three Musketeers. Win in '65 In 1965 Timo Mäkinen from Finland continued the Mini Cooper’s story of success together with co-driver Paul Easter, bringing home a supreme victory in the Monte Carlo Rally as the only driver in the entire field to cover thousands of kilometres without one single penalty point despite very difficult snow conditions in the French Alps. This was Mäkinen’s first outing in a Mini Cooper with the new 1,275-cc power unit destined to become a synonym for this model. Mäkinen himself had set out from Stockholm together with Paddy Hopkirk, two other cars coming from Minsk and one each from Paris and Athens. Hopkirk finished the Rally in 26th place, closely followed by the two brothers Eric and Donald Morley forming another works team.

It was also in 1965 that BMC gave up an old tradition for the first time, the works Mini Coopers boasting tartan-red paintwork with a white roof right from the start. The only exception was the Swedish team Kallström/ Haakansson driving a green rally car with a white roof. 1965: only 35 out 237 cars reach the finish line– among them three Mini Cooper S’s. Leaving aside the 1952 Monte Carlo Rally when there was nothing but snow and ice in the Alpes Maritimes, weather conditions in 1965 were acknowledged as the most difficult ever. And instead of the final circuit race on the Formula 1 track to Monaco, the teams now had to go back to the mountains a second time, the rally cars being required to cover 610 kilometres or 378 miles in a second tormenting night drive from Saint Claude to Monte Carlo, again racing through the Alpes Maritimes under the toughest conditions.

Visibility in dense snowfall was almost zero and the drivers were dazzled by their halogen headlights reflected by the snow and ice, so that ultimately only 35 out of the original 237 teams saw the chequered flag. Facing this kind of challenge, Mäkinen put up an amazing performance, achieving the fastest time in three out of five special trials on the last, ultra-difficult legs of the race. Entering the last night eight minutes in the lead, Mäkinen won no less than five out of six special trials in this final part of the Monte Carlo Rally. A dicey decision in 1966: the winner – but disqualified GRX 555D - 1st Place GRX 5D - 3rd Place Paddy Hopkirk/Henry Liddon The three Coopers that were placed 1st, 2nd and 3rd at the 1966 Monte Carlo Rally were all disqualified In 1966 the Mini armada went for their hat trick, the four Cooper teams being acknowledged as the favourites in the race and receiving lots of public interest.

From the start, the teams lived up to this commitment, Mäkinen, Aaltonen and Hopkirk leaving all the others far behind and finishing first, second and third at the end of the Rally. But then came one of the most questionable decisions in the history of the Monte Carlo Rally, the race commissioners determining in an 8-hour technical inspection after the event that the four additional headlights mounted on the radiator grille of the Mini Coopers failed to comply with French homologation rules. And proceeding from this highly debatable point, the jury disqualified the first three cars. With the Lotus Cortina finishing fourth being disqualified for the same reason, Citroën driver Toivonen finally moved up to the top of the podium as the winner. LBL 6D - The 1967 winner Back again in '67, and won Notwithstanding this bitter experience, the Mini Coopers were back in the 1967 Monte Carlo Rally, the Three Musketeers Aaltonen, Hopkirk and Mäkinen being joined by Simo Lampinen and Tony Fall.

Entering the event with starter number 177, Rauno Aaltonen/Henry Liddon finally ended up in first place, 12 seconds faster than the Lancia finishing second. All other Mini Coopers likewise saw the chequered flag, Hopkirk finishing 6th, Fall 10th, Lampinen 15th, and Mäkinen 41st. Paddy Hopkirk's 1968 Monte Carlo Rally 5th Place Cooper S 1968, Mini's reign over 1968 was the last time the works Mini armada set out for Monaco, Aaltonen finishing third in his Cooper S, Tony Fall coming in fourth and Hopkirk finishing fifth, while Mäkinen was No 55 at the finish line. Despite these excellent results scored once again, it was clear at the time that the Mini Cooper S had passed its pinnacle as a rally car. The legend, however, lived on even after the era of the Mini Cooper had come to an end.

And to this very day every rally enthusiast knows the meaning of '33 EJB'– the number plate on Paddy Hopkirk’s Mini Cooper S, the winner of the 1964 Monte Carlo Rally. Paddy's excellent Mini rally adventure 24 February, 2014 00:00 Hundreds of Mini owners followed in Paddy Hopkirk's tyre tracks at the weekend in affectionate tribute to the Belfast rally driver and his greatest win, writes William Scholes GAZING from his plinth in front of Parliament Buildings, Edward Carson's bronze statue has witnessed rallies and parades too numerous to count. Few will have been as colourful or as good natured as the cavalcade which left the grounds of Stormont on Saturday morning, a horn-tooting, engine-revving, exhaust-popping celebration of a great little car and the Belfast rally driver who helped cement its reputation. It is 50 years since Paddy Hopkirk, born in Windsor Avenue 80 years ago, won the Monte Carlo Rally in a Mini Cooper S. It was a David against Goliath victory that still ranks as one of motorsport's greatest feats.

That win in 1964 made Paddy - it doesn't seem right to call him 'Mr Hopkirk' - a household name and helped propel the Mini to icon status. To mark the golden anniversary - and to raise a lot of money for charity - the drivers of more than 200 Minis, from both the original BMC and 21st century BMW eras, and a number of other historic cars converged on Stormont for a cavalcade to the City Hall and onwards to the Titanic slipway. The convoy was led by Paddy, who was driving a replica of the Cooper S - a punnet of strawberries topped with cream, wearing the registration number 33 EJB - in which he won in 1964. It was an emotional experience. "I've never broken down before but I broke down in tears as I was driving through Belfast," he said last night. "It was very moving." Police controlled the traffic, waving the cavalcade through red lights and well-wishers waved at the cars as they passed; a collection of Minis - is the collective noun a maxi? - will do that to people.

Arriving at the City Hall, the cars lined up around Donegall Place, disrupting buses and traffic for a short time. No-one seemed to mind. Paddy was greeted by lord mayor Mairtin O Muilleoir, who announced him as an "ambassador for Belfast" but there was no time to hang around, as the convoy fired up again to make its way to Titanic Belfast, where the cars were carefully parked on the Bslipway. An autotest competition - a form of motorsport which prizes car control and precision - followed and in the evening there was a gala celebration with 560 people to raise money for two charities close to Paddy's heart. The first, the Integrated Education Fund, was appropriate given that religion has never been a factor in motorsport in Ireland. "I'm very pro-integrated education, I think it's the way forward in Northern Ireland," Paddy said. The second is an English charity called Skidz, of which Paddy is a patron. It teaches motor skills to young people who "want to get their hands on a car," says Paddy.

"But rather than wrecking someone else's car and stealing it, Skidz shows them how they can make another one better." It is an example of "motorsport putting something back in" and Paddy says he would like to see a branch set up in Northern Ireland. Paddy is modest to the point of self-deprecation - "I was honoured to be one of the people involved," he says of the weekend events, rather than admit it only happened at all to celebrate his illustrious career - and is keen to talk about how he is "so pleased to be part of spreading the good news about Northern Ireland". On Friday, he took English travel journalists from "glossy magazines" along the Antrim coast road. Blasting along Torr Head in 33 EJB "brought it all back... it's beautiful up there, and so well groomed now". Paddy says he doesn't "get over enough" from his base in Buckinghamshire, though he still has lots of family in Northern Ireland. He remains inextricably linked to the Mini and was driving the new version, which launches next month, in Belgium last week.

His company also supplies wheel nuts to the Mini factory in Oxford, as well as to Jaguar and Land Rover. Beatty Crawford, another Irish rally star who chaired the organ-ising committee, said Paddy was long-overdue recognition. "He's a real genuine folk hero, a sporting icon," he said, summing up the sentiments of those who took part in Saturday's events and paid their own tribute to Paddy Hopkirk. * 'SPORTING ICON': Hundreds of rally enthusiasts turned up at Stormont on Saturday morning to help racing legend Paddy Hopkirk, above, to mark the golden jubilee celebration of his Monte Carlo victory, bottom left.

Bottom right, the cavalcade makes its way through Belfast city centre PICTURES: Aidan O'Reilly/Pacemaker Press and, bottom right, Alan Lewis 24 February, 2014 00:00 Mini celebrates 50th anniversary of Monte win - Telegraph Motor Sport Mini celebrates 50th anniversary of Monte win It was 50 years ago that a Mini conquered the famous Monte Carlo rally with Paddy Hopkirk at the wheel The Mini Cooper S put in a giant-killing performance to take victory on the 1964 Monte Carlo rally By Nick Gibbs Comments Fans of the original Mini are celebrating the 50th anniversary of the car’s famous giant-killing victory at the Monte Carlo rally. The Mini Cooper S snatched the win from much more powerful machinery on January 21, 1964, with Paddy Hopkirk, the famed Northern Irish driver, at the wheel. His skill in threading the diminutive front-wheel-drive car around the treacherous icy roads above Monaco thrust both him and the Mini into the limelight on their return, with Hopkirk receiving congratulatory telegrams from both the Government and the Beatles.

The nimbleness of the 55bhp Mini cancelled out much of power deficit to the muscular but also massive Ford Falcon that finished second. A handicap formula designed to even out differences between the diverse field also helped, but the four-cylinder Mini impressed by finishing just 17secs behind the V8 Falcon in the famous "Night of the Long Knives" penultimate stage. The Cooper went on to win two more Monte Carlo rallies in 1965 and 1967 driven by Finnish rally aces Timo Makinen and Rauno Aaltonen respectively. Related Articles

Question: Which Irish rally driver won the 1964 Monte Carlo Rally driving a Mini Cooper?
Answer: Paddy Hopkirk