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Mini

Short test: 2012 Mini Cooper Countryman

Vehicle: 2012 Mini Cooper Countryman with Lounge leather, automatic gearbox, comfort pkg, light pkg, sound pkg, convenience pkg, comfort pkg and style pkg
Price as tested: CDN$37320

The Countryman serves as an upgrade for those Mini loyalists, who want to keep driving the brand while buying the next crossover. While the Cooper S might look like a bit of a sketch, when you consider a loaded up version costing as much as $50k. A loaded Cooper could cost up to $37k like our tester does. The Countryman, just like the rest of the Mini range, isn’t about anything bang-for-the-buck. Its all about brand image.

As with every Mini, Cooper is standard with a 1.6 liter DOHC 16-valve 4-cylinder with 121hp and 114 lb/ft of torque. The engine of choice has to be the turbocharged Cooper S, if you are willing to shell out the extra dough on monthly lease payment. This 121hp engine feels only adequate with Countryman’s 1340kg of curb weight, which is porky, even for a compact crossover. 114 lb/ft of torque arrives at 4250rpm doesn’t help much. However, its the optional 6-speed Steptronic with paddle shifters really help the engine a whole lot especially with low 1st and 2nd gear ratios. Another benefit is the paddle shifters who allow driver to find the right sweetspot in the engine rev range, when their pocketbook can’t find their sweetspot to pay for a 181hp Cooper S.

Inside, Countryman initially started with 4-seater but will come with a 5-seater later on its lifespin. The rest of the interior is typical Mini, which means lots of rounded circles and quirky ergonomics. The turn signal blinking continues with BMW/Mini’s annoying lack of detent between pushing for full turn signal or just lane changing flashes.

In terms of handling, Countryman’s All-4 system continues to mated well with its Dynamic Stability Control. While you won’t mistaken a Countryman as a classic Cooper in corners. It remains stable and flat when pushed through corners. There are minimal body rolls while understeer is terminal. Steering provides nice feel and feedback even with the unnecessarily heavy low speed effort. It also rides better than all the Minis we have ever tested.

If you are purely looking for a crossover with Mini cachet instead of other mainstreamers, Countryman serves as a decent choice in a sea of RAV4 and CR-V. However, once you start adding options. Sensibilities suddently become a distant second to emotions, as with most Mini purchase.

Likes:
Sophiscated AWD system
Steptronic gearbox
Confidence handling
Ride quality

Dislikes:
Underpowered
Price when loaded
Interior layout and quality
Controversial styling

Competitions:
BMW X1
Nissan Juke
Honda CR-V
Subaru Forester
Toyota RAV4

2012 Mini Cooper S Coupe

Vehicle: 2012 Mini Cooper S Coupe with BRG, Punch leather, black headlights, heated front seats, DTC, comfort access, style pkg, sports pkg, chrome pkg and wired pkg
Price as tested: CDN$39570

Performance: Its pretty much a given on which powersource the Cooper S has. Exactly like the one standard in hatchback, Clubman, convertible and Countryman; Mini’s latest offering comes standard with the same turbocharged 1.6 liter DOHC 16-valve 4-cylinder with 181hp and 177 lb/ft of torque. Along comes Valvetronic, direct fuel injection and electronic throttle. This familiar powertrain continues to come with familiar “overboost” feature. For up to 30 seconds, its able to boost the torque from 177 to 192 lb/ft of torque with the touch of a “sport” button on the dashboard. Its very useful when passing on the freeway, as well as accelerating off a traffic light. All have done without the annoying turbo lag one associates with turbocharged engines. Even if the Coupe weights in at 2679 lb, its so willing which makes Cooper S takes off with ease. The engine note is what have been expected from a Mini Cooper S. Deep. Solid and entertaining. Mated with this familiar engine is the sweet 6-speed manual. With the progressive clutch that provides right feedback, gates are well-defined and nicely ratioed have pretty much wrap up the familiar Mini equation.

Handling: Dynamically speaking, the Coupe is all-Mini. That means sharp and precise handling when pushed it to the max, regardless its on the racetrack or beckoning on the open road. Thanks to the famous solid and rigid chassis, which have been the hallmark of the Mini brand. The steering provides sharp and responsive feel and feedback, without all the twitches one expects from a sports car. There are minimal body rolls and understeer is well-tempted. With the uninstrusive stability control, any enthuisastic drivers are able to press the Coupe a bit at the limits before it starts to step in. That’s godsent because it allows for higher threshold on oversteer after terminal understeer. However, the ride quality isn’t on par with the handling quality. Along with our run-flat tires, which we have loved to hate on all the BMW and Mini products. The ride is choppy without actually absorb the bumps and roughness acceptably. You can feel every expansion joints and washboard pavements through the hard suspension. We pretty much love supple ride quality, which have a nice combination of firm ride and solid handling. But a relentlessly harsh suspension as a trade-off for better handling seems to be the latest dynamic thought of Mini engineers. All we can say: Thank you very much. When press the “sport” button on the dashboard, which is supposedly to firming up the driving characteristics. While the adjustable suspension damping does improve handling a whole nine yards, it makes Coupe’s ride quality a nitemare on poorly paved roads.

Brakes: The braking performance is up to the standard set by Mini. That means short stopping distance, with pedal always feels firm and well-modulated. The pedal always have a lives to its travel. Even after a couple of harsh stops, it remains fade-free. ABS doesn’t have any unwanted intervention is truly an added bonus.

Interior: Form-over-function pretty much say it all. Open the hatch-esque trunk, it has 9.8 cubin feet of cargo space which isn’t much by any coupe standard. Thankfully, Mini haven’t squeezed the cramped backseat into the coupe. Instead, their designers are smart enough to scrap it for the sake of slightly better luggage space.

Up front, thanks to the lowered roofline. Anyone as tall as 5″10 would have difficulity checking out traffic light. Another problem is the low A-pillars which generate poor visibilities up front. The same goes for the back with its thick and low C-pillars. The tiny back and side screens don’t have much neither. With poor sightlines all around, it needs both back-up camera and parking sensors as parking assistance. Otherwise, you would need to visit your nearby bodyshop in no time.

But there is one trick up Coupe sleeve. And that is the first retractable rear spoiler on a Mini, or on any BMW Group products. Given there aren’t any cutting-edge technologies coming out from this arrogant auto giant lately, its pretty much guaranteed they would overhyped this new feature for awhile.

Conclusion: Mini is a cash cow for BMW Group. Their latest creation of a Coupe certainly is a prime example. With the Coupe’s low roofline, its pretty much guaranteed there will be a Roadster coming on a horizon. Abeit with as much compromises as the Coupe we tested. The Mini Coupe is for those who want the sake of a Mini Coupe, instead of going for other brands. Those are the ones who are willing to accept the compromises: poor visibilities, lack of luggage space and choppy ride quality. As the old saying goes “love is blind” pretty much well described.

As for those who us who prefer more traditional approach, as well as a huge fans of the Classic Mini Cooper. Hatchback remains the only Mini we would take.

Competitions:
BMW 128i
Honda CR-Z
Hyundai Genesis 2.0T
VW Golf GTI

OVERALL VERDICT FOR 2012 Mini Cooper S Coupe
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 2/5
Value-for-money: 2/5

Overall rating: 3.5/5

2011 Mini Countryman Cooper S

Vehicle: 2011 Mini Countryman Cooper S All-4 with Visibility Pkg, Sport Pkg, Lights Pkg, Convenience Pkg, 6-speed Automatic Pkg and Comfort Pkg
Price as tested: CDN$40870

Handling: As this is Mini’s first foray into the ever competitive crossover segment, Mini needs to have a proper AWD system to compete with many of its excellent rivals. That’s very important given Mini’s premium charges over its peers with lesser brand image. Mini’s self-developed All-4 system is different from those of its parent firm, BMW X-Drive, in its operation. Its having a 50/50 split until the system detects an slippage offending wheel, then it will give the offending wheel extra traction to get the Countryman out the danger zone. The result is a system that works surprisingly well. A proper AWD without a good chassis can never make a good car. Mini, as usual, have engineered a wonderfully stiff chassis that is both rigid and sound, which is good enough to wear its Mini emblem on the front. The sports suspension rides surprisingly well given its optional 18″ wheels come with the sports package. The sports suspension has nasty ride on Mini S hatchback but improve with longer-wheelbase Clubman S. Given the longer dimensions and wheelbase of the Countryman S, the ride has to be the best out of the Mini S bunch. While it certainly won’t ride like a luxury car, it surely won’t eaten your heart out on washboard pavements to expansion joints as the original S did. Steering is sharp and responsive, as one expects from Mini brand. The amount of precision and path-tracking are excellent. Its just Mini’s hefty steering traditional doesn’t quite transform well for a crossover. While heavy steering certainly makes sense for a hot hatch or even a baby wagon, it likely won’t make any senses for any crossover. Perhaps Mini wants to market Countryman as a jacked-up hot hatch is another story for Directshift…….!!! With the excellent Dynamic Stability Control which is uninstrusive even in hot hatch form, it works like a willing partner with the All-4 AWD system on handling course. Which, as expected, as a second line of defence after AWD steps in before driver rears its ugly heads. That means Countryman’s understeer is tempted while body rolls are somewhat pronounced for Mini standard, if not unacceptable.

Performance: No matter its a hatchback, Clubman or Countryman, Cooper S only comes with one single powerplant. That’s the Valvetronic 1.6 liter DOHC 16-valve 4-cylinder direcly injected turbocharged engine with 181hp and 177 lb/ft of torque. As expected, Countryman is the heaviest of the bunch with 1385kg to carry around. This little turbo mill is a willing workhorse especially after you have pressed the “sport” button, which not only transform the suspension and steering into sportier characters. It also have an overboost mode which boost to 192 lb/ft of torque. It makes the Countryman feels more willing than one expected given its weight. All have done without having the annoying turbo lag one associates with small forced induction turbocharged engines. The result is a peppy accelerator right from the get going to mid-range while the top-range feels slightly breathless even with variable valve timing. Our tester comes with optional 6-speed Steptronic which is suitable for Countryman’s character as a crossover. While the gear ratios encourage the powerplant always at the sweetspots, paddle shifters can be override by any given time at any gears are an added bonus. This alone shown how properly engineered Mini does with the Cooper S, especially for those who don’t want to be seen in a manual gearbox with clutch pedal.

Brakes: Braking has always been Mini’s forte, Countryman certainly performs as good as one expected. Given its heavy curb weight, Countryman has a commanable stopping distance. The ABS steps in necessarily while pedal always feels crisp and alive, also fade-free after couple of harsh stops.

Interior: Even if Countryman is the first 4-door Mini. Clubman does have 4-doors but those at the back are suicide doors, mind you. One would expect its easy to get in and out of the back. That’s depends on how tall or how fit you are. Because of the smallish back door, getting in and out of the Countryman isn’t exactly as convenience as you expect. As you climb into the back of the Countryman, the legroom is only adequate while headroom is nothing more than that. Good luck if you can sit three passengers at the back comfortably, for a long trip.

At the back of the Countryman, it has a nice washer/wiper to clean out all those dirts from back window. Open the tailgate, the Countryman has decent luggage space with the rear seats fold down. It has a good 1170 liters of cargo space when the rear seats are completely fold down. If there is one problem, however, its the rear glass doesn’t open independently from the tailgate.

On the front, there are more bulky looks of typical Mini interior. Just like its exterior styling, the interior styling is polarizing at best. The use of materials are acceptable if not outstanding, as traditional Mini fashion.

Conclusion: Does the Countryman handle like a proper Mini with hefty weight of an AWD? That’s for the most parts. Considering the price Mini charges for this crossover, there are more sensible choices out there with superior AWD and much better interior quality. However, it won’t detract the fact that there are many who are clamouring for the prestige of the Mini badge but have the need for a practical crossover. Countryman definitely suits their needs. But for those of us, similar price point can easily get into a more sensible choices namely VW Tiguan and Acura RDX.

OVERALL VERDICT FOR 2011 Mini Countryman Cooper S
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 3.5/5
Fit-and-finish/build quality: 3.5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 2/5

Overall rating: 3/5

2010 Mini One

Vehicle: 2010 Mini One with Steptronic
Price as tested: CDN$21500 (Estimated)

If you thought Canadian-only Cooper Classic is already basic enough, wait tlll you try the Mini One. It all begins with the detuned 98 hp and 103 lb/ft of torque, from the same 1.6 liter DOHC 4-cylinder engine as the Cooper Classic. While the Cooper’s 120hp already felt adequate for most daily driving, this 98hp is barely enough to move One’s 1135kg of weight. In all honestly, its nothing more than a loud and noisy little mill. Even though its already better than last year’s 1.4 liter 85hp as in previous One, its still a gutless and rough powertrain. To make things worse, the 6-speed Steptronic’s 1st and 2nd gears just don’t have low enough gear ratios to move this heavymetal around. If you have to get an One, better go for the 5-speed manual which moves this gutless metal around.

When the One has the power, it handles as remarkably as any other Minis. The steering is typical Mini sharp and precise, with plenty of feel and feedback. There aren’t much body rolls when pushed, as long as it has enough power to move it around. Mini’s DSC-3 stability control is an uninstrusive version. However, with One’s medicore delivery of power. Even the most aggressive driver can’t moved the One oversteer when pushed hard into a corner. That’s primiarly because of Mini’s stiff and solid chassis, which has been overridden the medicore engine for proper driving pleasure.

Inside the One, its nothing but basic transportation until you opt for those expensive features. The 2-spoke steering feels ancient without any multi-function steering. The cloth seats feel rental-car like, while there are only manual air conditioning and stereo with basic CD function standard.

Once you loaded up an One, a proper Cooper won’t be too far sketched from Mini’s traditional long list of optional features. Given the amount of power delivered by the One, its guaranteed not to be a success even if Mini decides to bring it to Canada. Perhaps Cooper Classic is barebone enough for Canadian already.

Likes:
Rigid and stiff chassis
Nice steering feel

Dislikes:
Rough and sluggish engine
Basic standard features
Expensive when loaded
One can buy a BMW for its badge, seems like Mini is heading the same direction with the One.

Follow-up test: 2009 Mini Cooper Classic

Vehicle: 2009 Mini Cooper Classic with Classic Convenience Package
Price as tested: CDN$23550

While the basic ingredients of the Cooper Classic is all but familiar, the most appealing factor of this entry-level model is the price. It starts at just over 22 grand. Although its bascially a decontented model, as it only comes with leatherette seating surface, manual climate control and 15″ wheels. It has all the active and passive safety features standard across the board. For the same token, the Honda Fit Sport doesn’t come with electronic stability control in Canada.

That also means even the basic Cooper already got all the merits of its more expensive silibings. As the chassis is rock-solid and handling is sharp. It pretty much drive like a go-kart thanks to its wheels pushed all to the side, while the suspension caliberation is superb. The base wheels and suspension don’t have the bouncy ride as more expensive Cooper and Cooper S with sports suspension.

While 118hp and 114 lb/ft of torque from 1.6 liter 4 banger isn’t going to win any races, the sweet 6-speed manual gearbox match with a light and progressive clutch is a delight to drive on a daily commute. While its maximum torque only shows up at high 4250rpm, it actually feels arrive much earlier than on paper. The engine is surprisingly refined and peppy.

What the Cooper Classic really does is to bring those consumers who are shopping for other subcompacts to try the Mini, despite the lack of versatility, in relative speaking. But it gains for host of standard active and passive safety features, which are unheard of in both loaded Fit and Yaris.

Likes:
Standard electronic stability control
Docile handling with comfortable ride quality
Price

Dislikes:
Interior plastic
Lacks practicality and versatility
Reliability concern

2009 Mini Cooper Convertible

Vehicle: 2009 Mini Cooper convertible with 6-speed Steptronic, paddle shifters, convenience pkg, sport pkg, style pkg and Dynamic Traction Control w/EDLC
Price as tested: CDN$35435

Performance: As you would expect from a Mini, those are the usual suspects when it comes to engine choices. Subject to our latest convertible tester is equipped with Mini’s entry-level engine, at least in North America. That is a 1.6 liter DOHC 16-valve 4-cylinder with variable valve timing. With 118 hp and 114 lb/ft of torque, its definitely won’t perform anything like a Porsche when it comes to acceleration. But its the 6-speed Steptronic that has taken a bit of performance out of the vehicle. While the Steptronic has low enough gear ratios for 1st and 2nd for decent acceleration, it still won’t move the Mini convertible with grunt thanks to its hefty 1280 kg of open-roof metal. The paddle shifter’s location isn’t exactly spectacular neither. With the “-” placed on top of the steering while “+” at the bottom, it just doesn’t have the ergonomics one expects from driven a driver-oriented car. At least in the case of the Mini. If you want to have better performing Mini, better opt for the 6-speed manual gearbox. The manual has decent clutch and gearbox with well-defined gates. If you can afford more dough, the Cooper S with turbo engine or just upgrade that with John Cooper Works; that would make the Mini convertible a fast yet furious cute car for a hot sunny day.

Handling: Mini has always been known for its go-kart like handling right from its heyday, the same goes for the convertible. It all starts with a stiff and sound structure. In the case for convertible, Mini enginners have reinforced all the pillars while placing the rollbars at a more elegant moves for styling. That means its completely feel of anything called cowl shakes, which is what a poorly structured convertible would create when driven over washboard pavements and railroad tracks. Our tester comes optional with 17″ wheels and sports suspension. As in the case with the hatchback, the convertible rides roughly over any bumps and roughness. We think the base suspension with 16″ wheels are capable enough for Mini’s chassis, as it provides equally sharp handling without sacificing ride quality. The best riding Mini with sports suspension, has to be the longer wheelbase Clubman. With what most who buy convertible is looking for a cruise on a sunny day, base suspension is capable enough for 99% of the target audience. On the other hand, the Mini exhibits minimal body rolls and understeer when pushed through corners. The steering, as usual, provides exceptional road feel and precise enough without feeling twitchy. When it comes to dynamic stability control, Mini’s system remains uninstrusive and won’t step in unnecessarily. It remains lots of fun when pushed the Mini around hairpins and curves. But having to sacifice daily drivability with sharp cornering abilities don’t worth it. If its unbearable in the hatchback Cooper S, its simply too harsh in a Cooper convertible.

Brakes: With 4-wheel discs and standard ABS, Mini’s braking performance is very well-expected. As the stopping distance is short, with brake feel and modulation are top-notch. As it combines with a good ABS that won’t kick in with unwanted intervention.

Interior: When it comes to luggage space, Mini convertible is good enough for 2 persons on a weekend getaway.

Right in the front, its all the typical Mini styling clues and ergonomics clues as we have seen from both hatchback and Clubman silibings. Everything is designed around a circle right from instrumentation gauges to door handle. The use of materials and workmanship have improved over its predecessor, with fewer rattles. Those leather sports seats hug both driver and passenger comfortably when playing on black-top twisties.

All the new Mini convertible have an “Always Open” gauge comes as standard. It tells the driver how long they have opened the roof during the trip. While its fun at first, the novelty will wear off as its nothing more than a grimmick. Frankly, it won’t even be leave much use even for its passengers.

Conclusion: Mini have done a very good job on improving the convertible, especially when it comes to interior quality and everyday practicality. But as with buying any Mini, make sure you choose what you need instead of what you want. Drive both Steptronic and manual gearbox, as well as with or without sports suspension before signing the offer. :)

OVERALL VERDICT FOR 2009 Mini Cooper Convertible
=====================================
Performance: 3/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 2/5
Value-for-money: 2/5

Overall rating: 3.5/5

2008 Mini Cooper S John Cooper Works

Vehicle: 2008 Mini Cooper S John Cooper Works with JCW Comfort Pkg, Comfort Access, Chrome Line interior and Media Connect
Price as tested: CDN$43360

Performance: With John Cooper Works behind the helm of the already impressive 1.6 liter 16-valve DOHC 4-cylinder turbo engine in the Cooper S. This engine has been upgraded to 208hp and 192 lb/ft of torque, up from standard Cooper S’s healthy 172hp and 177 lb/ft of torque. With the overboost feature standard in the JCW, this 192 lb/ft of torque will upped to an amazing 207 lb/ft of torque with a touch of the “sport” button on the center console. Consider this JCW S has a curb weight of 1225kg, it still has plenty of “go” to back up its legendary John Cooper Works with Cooper S’s performance linkage. This JCW’s turbo boost up without the usual turbo lag once associated with small displacement turbocharged engine. Plus everything have done in a linear and refined fashion even in a hot hatch. The throttle response is instant and prompt. On the other hand, its top end feels surprisingly willing for a small forced induction engine thanks to the advaced variable valve timing technology. 0-100 km/h in only 6.5 seconds is considered as quick despite its weight. The sweet 6-speed manual gearbox is the only way to go in JCW. The clutch engagement point is perfect, while the gates are sharp and well-defined. While the throw still has that somewhat long linkage as in other Mini Coopers we have ever driven, thanks to JCW, it already got a huge improvement from a driver’s perspective.

Handling: Along with the already stiff and strong chassis that Mini has known for, JCW has upgraded the most important ingredient to Cooper’s ride and handling. That is the sports suspension. JCW has produced a sports suspension that rides less harshly than those in the standard S. In the standard S, we complained the ride as too harsh for daily driving. With this JCW S, while the ride remains firm, it doesn’t feel as harsh in reality. What it really surprise is how it manages to produce a nearly flat cornering abilities without sacificing the ride comfort. Its the ideal handling and ride compromise thanks to the supple JCW sports suspension, which has dialed in the perfect damping, for both cornering prowess and daily drivability. As for understeer, its almost non-existence even when pushed. The steering is sharp and precise, without feeling too twitchy on bumpy roads even with its sensitive fast steering ratio. Thanks to CBC and DSC-3, which stands for Cornering Brake Control and Dynamic Stability Control, its tough to get JCW-S into trouble. The DSC-3 only steps in when this little fun car starts to rear its ugly heads, which have enough threshold for any enthuisasts to play with its over and understeer. This JCW simply has taken Cooper S’s go-kart handling into a new height. Its really that good! :)

Brakes: With its standard 4-wheel discs and ABS, JCW has one of the best braking systems I have ever tested. The stopping distance is short while the pedal feels superb. Its ABS only steps in necessarily. Even after a couple of high-speed stops, it remains fade-free.

Interior: You won’t feel any difference between a JCW and an S inside. Its the usual Mini instrumentation gauges. There remain too many buttons around the center console, as well as many rounded designs. Those bucket seats hug driver and passenger with excellent side and thigh support when cornering.

As with the hatchback, this JCW has dismal rear interior and cargo space. If you prefer to have a more pratical Mini, Clubman is the way to go. Clubman Cooper S is also benefitted from this JCW upgrade.

Conclusion: With the JCW Cooper S, you got everything you want to get through aftermarket with the benefit of factory warranty. In addition, all of these have been done with JCW’s expertise in Mini engineering through engine and suspension upgrades. That alone is good enough to justify the premium over the standard Cooper S.

OVERALL VERDICT FOR 2008 Mini Cooper S John Cooper Works
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 2/5
Value-for-money: 3/5

Overall rating: 4/5

2008 Mini Cooper S Clubman

Vehicle: 2008 Mini Cooper S Clubman with Comfort Pkg, Convenience Pkg, Sport Pkg, Chrome Line Pkg and Travel Pkg
Price as tested: CDN$35640

Performnace: The Clubman, as with its hatchback silibings, is powered by one of two engines. The base Cooper is powered by a 1.6 liter 16-valve DOHC 4-cylinder with 118hp and 114 lb/ft of torque, which we will be reviewed in the future episode with its new and improved Steptronic gearbox. Or the same engine but coupled with the turbocharger. With 177 lb/ft of torque and 172 ponies, its certainly no sloush especially its mated with the slick shifting 6-speed manual gearbox. As with all Mini’s stick shift, the throws are long but the gates are precise and well-defined. To add the enjoyment of this manual box is a light and progressive clutch, with a proper engagement point. With the optional sports pkg comes on our tester. The “Sport” button in front of the shifter really gives the S a healthy boost of performance. It increses torque from 177 to 192 lb/ft of torque. Both the throttle response and turbo rush have changed from quick to really fast. If you happen to opt for the Steptronic gearbox, this “Sport” button also improves shifting by 0.05 seconds. It isn’t a huge difference but at least it gives the regular slushbox with faster response when driver really needed it. It really transforms an already nice turbo engine into a wonderful one. It all does without the usual turbo lag. Every time a driver steps on the throttle, the turbo spools up quickly and responsively without any delays. However, it tends to run out of breath at high rpm even with the advanced variable valve timing technology built within this motor.

Handling: Remember last time when we first reviewed the redesigned Cooper S’s sports suspension, we complained about its stiff-legged ride quality. Although Clubman retains all the Mini’s fun-loving character as a sharp-handling hot hatch, it actually got all the harsh ride quality improved just by increase the wheelbase and slightly recalibrated the spring rates. All these have done wonders to what Mini has always been needed. A fun hot hatch that handles like its on rail while absorbing all the patholes and roughness with ease. The lack of suppleness with hatchback’s suspension has always been addressed. It got plenty of supple through the suspension and spring settings. It really does make the Clubman rides like a BMW instead of a harsh-riding unladen full-size pick-up. The electric power steering provides plenty of feedback, the level of precision and responsiveness are amazing. Push the “Sport” button, it would increase the weight of the steering for even better driving feel. The DSC-3, or what Mini stands for ESP, remains an instrusive type. Which means this system allows for oversteer fun before it steps in. The threshold is huge enough for any enthuisastic driver to enjoy a bit of slide. On the other hand, its safe enough when the vehicle rears its ugly head in an emergency situations. Push through the track. We have witnessed minimal body rolls and understeer. That’s a delightful surprise even with the extra length and weight of Clubman, it got as much composure as its hatchback silibings.

Brakes: With 4-wheel discs and standard ABS, Clubman’s braking prowess certainly worthy of the Mini badge. The stopping distance is short. After a couple of hard stops, the brakes are fade-free while ABS doesn’t step in unnecessarily.

Interior: As with all the Minis I have driven, the driving position is perfect. Everything else from the pedals to the instrumentation gauges to the seats are all in perfect driving position. However, its the second half of the vehicle that is the highlight of the Clubman.

You have to get into the backseat through the suicide door on the passenger side. While the back has more leg and headrooms than its hatchback silibings, one still feel a bit cramped compares to its peers. There is a huge drawback with its suicide door, that’s the seatbelt. Whenever I want to get into the backseat, the seatbelt for the front passenger always blocking the way. You have to pull the seatbelt back just to get in. Its a minor pet peeve. But its a pet peeve, nevertheless.

Instead of using the traditional hatch design of its rivals, Clubman remains true to its tradition by offering barn doors. That means there are 2 doors to access to the hatch. Once you get through the high liftover and narrow door sills, due to the opening of the doors have used much of the floor space. You got 32.8 cubin feet of cargo space with the 50/50 split fold-down rear seats. The amount of space is much improved over its hatchback silibings, once again, but still fell short of the competitions.

Unfortunately, the barn doors have spoken for two different kinds of criticisms. Because it opens seperately, the built-in rear defrosters are seperated from both rear windows. That left a huge black line right in the middle of the rear windshield. When you looked at the rear view mirror, you see a huge black line in the middle of the rear windshield. To add frost to snow, Clubman’s thick D-pillars aren’t helping matters. Both left and right are consistented of these huge pillars for blocking 45 degrees vision. Extra caution and parking sensors won’t amiss. Another pet peeve is the rear wipers don’t covered all the area. With the huge black line in the middle, both wipers only covered about 70% both back window.

Conclusion: The Clubman is the beginning of more versatile variants based on the successful Mini brand. While the hatchback and convertible are fun and lovable, many of Mini’s loyal customer base want more practicality instead of shifting to other brands. Here comes the Clubman! It got all the space that Mini has been crying for in day one.

OVERALL VERDICT FOR 2008 Mini Cooper S Clubman
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 3/5
Value-for-money: 3/5

Overall rating: 4/5

2007 Mini Cooper

Short review of 2007 Mini Cooper
=========================
Price as tested: CDN$29190

The outgoing base Mini has always been criticized as lack of power, as well as infamous for its inefficient and thirsty CVT transmission. With the introduction of 2nd generation “New” New Mini, we are glad to see BMW finally addressed this base model’s biggest shortcomings.

When we first drove the turbocharged Cooper S, we complained about the lack of decent ride quality with 17″ wheels and sports suspension. The delightful surprise to our Cooper tester is its 16″ wheels with standard suspension is as capable as its stiff-riding silibings, without losing the composure that is the hallmark of Mini’s handling dynamics. The rest is the package which is more civilized for daily driving.

Although 118hp and 114 lb/ft of torque don’t sound like much, it got a much better transmission to work with. Gone is the inefficient and unreliable CVT. The 5-speed Steptronic works a whole lot better than the sluggish CVT. The shifting is more efficient with gear ratios matched with slightly improved torque and horsepower, even with torque converter. If you want a better use of the little mill, go with the 5-speed stick shift. Although Mini’s typical long throw remains, it does make a better use of 118 ponies.

Interior got the similar upgrade. The better use of quality materials and fit-and-finish finally worthy of the price tag. Both leatherette and cloth seats are comfortable.

Just like its larger S silibing, if you can properly equipped with the options you needed not wanted. Its actually not poor value-for-money.

The biggest problem Mini is facing some very stiff competitions, namely VW GTI, which offered better performance and feature value. For the similar admission price to entry-level Mini, Mazda3 Sport offers better performance with the bonus of a 2 extra doors. It also got an impressive dynamic qualities for its price. When a Cooper S is loaded, one can purchase an A3 2.0T Sportback. That particular Audi offers much better interior quality and superior ride/handling compromise. CSX-S offers as much fun on the track with the best stick shift in its price range. Since its an Acura, it long-term reliability and resale value will definitely be stronger than the Mini.

But there are something that all of them lack which can only find in a Mini. Its the cute looks and niche market appeal are what those mainstreams lacked.

Overall rating: 4/5

2007 Mini Cooper S

Vehicle: 2007 Mini Cooper S with Technology Pkg, Premium Pkg, Sport Pkg and Chrome Line Pkg
Price as tested: CDN$37790

Performance: Instead of using a blower as its predecessor, Mini decided to put a turbo into the new S. Mini claims the use of turbo would improve its much-criticized fuel economy and acceleration of its supercharged predecessor. This little 1.6 liter DOHC 16-valver 4-cylinder engine is good for 172 hp and 191 lb/ft of torque. Despite of the turbo lag around 1600-1800 rpm. Its a smooth powertrain right from the low to top end. Its maximum torque of 191 lb/ft starts to arrive from 1600 rpm to 5 grand is impressive. The single biggest improvement is the use of the overboost function or “Sport” button in the center console. With the press of a button, the torque jumps from 177 to 192 lb/ft of torque. However, I still prefer the smoother and silkier delivery of power of the outgoing blower than this turbocharger. 192 lb/ft of torque going through this chassis has created slight torque steer during acceleration, that’s something we never experienced in Minis before. In the outgoing car, even the Cooper S works and GP didn’t encounter any torque steer. Just like all Minis come before, the throttle response is quick. With its standard 6-speed stick shift, it works relatively well with this little turbo motor. The clutch is light and progressive. Unfortunately, the throw still pretty long even if the gates are sharp and precise.

Handling: Mini has always been regarded as one of the best handling front-drivers in the world, the new one is no exception. Thanks to BMW’s genius in chassis and suspension tuning, the new S handles as sharply as any Minis have come before. The steering is sharp and precise, with proper weight and feedback. There are tons of grip thanks to our tester’s optional 17″ wheels in the sports package. However, this 17″ run-flat tires have huge problem on holes and roughness of what we called Vancouver roads. With its stiff sidewall, an even stiffer suspension and springs on the new S’s sports package, its ride is even rougher than the outgoing car. Despite Mini claimed they have sorted out the busy ride quality on the outgoing car, its ride is still nothing more than rough. Mini’s sports suspension rides even rougher on small bumps and holes than large ones. Stay with base 16″ wheels for better ride quality if you treat Mini as a daily driver. That’s because 17″‘s ride is simply unbearable. Despite of my harsh criticisms on its ride quality, Mini engineers still managed to produce a very balanced chassis. Thanks to its excellent DSC-3 and right tuning, both the over and understeer are extremely well-mannered.

Brakes: With S’s standard 4-wheel discs, ABS and EBD. Mini’s braking prowess remains intact with its new iteration. The braking distance is short while pedal feel is simply excellent.

Interior: While the previous car was heavily criticized for its cheap interior pieces, the new one finally received materials that are worthy of its admission. Yes, there are still some cheap pieces in minor areas. But for places where you can actually touch, those hard pieces have gone for something soft and supple. The instrument cluster remains very much a Mini. We have been smitten with its neat design of optional auto climate control that resemble Mini’s wing badge. The seats are comfortable and supportive.

Both the cargo space and backseat remain tiny in the Mini. One can only called Mini as versatile after fold down the rear seats.

Conclusion: Its hard to replace an icon that has sold over 800000 copies over the last 5 years. With the introduction of the 2nd generation Mini Cooper, BMW manages to bring more to the party. A more efficient turbo engine, a stiffer chassis which makes it handles even better; as well as an interior that it has been crying out for.

Here lies the rough, however. If you are buying a Cooper S mainly as a daily driving instead of going full-out at a race or autocross tracks, stay with the standard suspension and 16″ wheels. That’s because it doesn’t worth to get the harsh ride with the equally capable handling dynamics.

OVERALL VERDICT FOR 2007 MINI COOPER S
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Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 2/5
Value-for-money: 2/5

Overall rating: 4/5

2005 Mini Cooper S with Works Package

Vehicle: 2005 Mini Cooper S with Works Package
Price as tested: CDN$39900

Performance: After the MCS received the upgrade of the Works Package, the hp has been boosted to 210 hp and torque to 181 lb/ft from 168 hp and 162 lb/ft, respectively. The result is a much faster car in every rev range. Better torque, better top-end without losing the refinement usually associated with this 1.6L SOHC 16-valver supercharged engine. The larger fuel injector and air filter have the desired effects of bringing the improved responsiveness and figures in this willing powerplant. Throttle response is quick if a bit light for my liking. As with the 6-speed gearbox, its throws are short and crisp while the clutch is light and progressive, while providing great feedback with decent clutch take-off point. Combined with the proper ratio of this gearbox, its simply a joy to drive.

Handling: MCS Works consists of a set of 205/45R 17″ run-flat tires, DSC-3 and LSD in its dynamic package. The LSD does provide a desired effect for controlling the Mini from too much understeer when flying into a corner. On the other hand, DSC-3 is uninstrusive enough to give driver enough oversteer fun until it rears its ugly head. As expected from Mini, the steering is sharp and precise with great driver feedback. Body rolls, understeer and oversteer are minimal. The vehicle’s cornering prowess is so exceptional that the body rolls are next to non-existence. However, my pet peeve has to be with its ride comfort. The 17″ run-flat tires have such a stiff sidewall that eats up all the nuts on the road. Its not only make the Works bouncy on small bumps, its equally rough riding on large bumps. There are some tires that can provide the same handling capability as these run flats elsewhere. If I am buying a Works, I would ditch those tires right away

Brakes: With standard ABS and 4-wheel discs, the brakes are as exceptional as its handling package. The stops are short and straight, there are no signs of fades after lots of hard stops under this hot weather. ABS won’t kicked in until absolutely necessary.

Interior: The interior is typical Mini affairs. The use of materials have improved since the facelift last year. In our Works, it got a tasteful carbon fiber trim as a substitute for standard aluminum trim.

Conclusion: The Works kit really does transfer a really good hot hatch into a great one. The engine feels much more responsive while the handling is even sharper than before. The best thing about this kit is it comes with factory warranty unlike some aftermarket kits. Anyone who is shopping for a Cooper S should take this kit as a serious consideration.

OVERALL VERDICT FOR 2005 MINI COOPER S W/WORKS PKG
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 1/5
Value-for-money: 3.5/5

Overall rating: 4.75/5

2005 Mini Cooper S

Vehicle: 2005 Mini Cooper S with sport pkg, premium pkg, cockpit chrono pkg, all-weather visibility pkg, Panther Black Gravity leather, DSC-3, multi-function steering, interior body color trim, chrome line interior, heated seats, anthractive roofliner, PDC, foglights, auto climate control, on-board computer, Harman Kardon sereo, and chrome-line exterior
Price as tested: CDN$41980

Performance: With 168hp and 162 lb/ft of torque, Cooper S has more than enough performance to match its well-rounded dynamic package. This 1.6L superchaged engine provides excellent refinement and flexability, along with responsive throttle response. The biggest improvement to the facelifted Mini has to be its shifter. While the old unit feels somewhat rubbery, the new unit feels a lot more precise and gearchange is sharper. Gone is the notchy gearchange in previous car. As usual, clutch is light and progressive.

Handling: While the Cooper S remains composed and extremely tossable in corners, the 205 45R/17 run-flat tires remain the same issue. That’s the tall sidewall creates bouncy ride on small bumps. These tires absorb large bumps acceptably but when it deals with small bumps, it tends to ride like a truck. Other than that, S still handles like a dream. Precise and responsive steering, minimal body rolls and remains natural through corners. Mini also retuned its dynamic stability control to make it less instrusive than the previous car. The revised system provides a more aggressive driving experience as it tends to let the driver control the vehicle instead of kicking in too aggressively before actual oversteer occurs.

Interior: The biggest highlight of this revision has to be the inside of a Mini Cooper. Gone are most of the cheap plastic and painted aluminum trims that look more plastic than aluminum. The painted aluminum, finally, looks like “real” aluminum trims instead of cheap plastic aftermarket trims. If you opt for the cockpit chrono pkg like the one in our tester, the speedomter finally back to the right place instead of in the center console. The driving position is easily found while the front seats are as comfortable as usual.

Conclusion: The revised version of the Mini Cooper S really makes the best hot hatch even better. It got better shifter, better interior materials and ergonomics. Its a pity a fully loaded S still very expensive for such a small package.

OVERALL VERDICT FOR 2005 MINI COOPER S
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Performance: 4.5/5
Handling and ride/fun-to-drive: 4.75/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 1/5
Value-for-money: 2/5

Overall rating: 4/5

2004 Mini Cooper Classic

Short review of 2004 Mini Cooper Classic
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Price as tested: CDN$22700

“Classic” is basically a stripper version of the Cooper. The only things that you don’t get in “Classic” models are DSC-3, Xenon headlights and adjustable driver’s seat. However, you still got the same wonderfully handle Mini chassis that drive like a go-kart with a roof. The 5-speed stick feels a bit rubbery through gears but remain a joy to drive. Even though its standard with the fugly 7-spoke 15″ wheels, the car still able to hold itself when attacking corners. The standard leatherette has high quality as it provides decent support without being too slippery, its also easier to maintain the leather seats. Given the price difference between a “Classic” and “regular” Cooper is nearly 3 grand, it could be the best buy of all the hot hatch if you don’t care about the features it lacks.

Overall rating: 4.5/5

2003 Mini Cooper S

Vehicle: 2003 Mini Cooper S with sports package (sports seats + sports suspension + DSC-3), leather and sunroof

Performance: With 163 hp and 155 lb/ft of torque wrapped in a somewhat lightweight body, the performance is nothing short of amazing. Throttle response is quick and linear. The supercharger ensures proper delivery of horsepower and torque thoroughout the rev range. The beauty of blower is it doesn’t have the lag of some turbo engines. There is instant response as you mesh the thorttle. The clutch is appropriately weight and progressive. 6-speed stick shift has nice ratio, however, its rather long throw between gears and rubbery feel are the biggest let down.

Handling: Cooper S has to be one of the best handling FF I have ever driven. It got all the fundamentals necessary in a hot hatch: stiff chassis, firm suspension with great tuning. The turn-in is balance. Steering turn-in is sharp and responsive. There are plenty of steering feel both on and off-center. Body rolls are almost non-existent and understeer is hard to detect until you nail it down to the limit. There comes the drawback as you push into limit because of the DSC-3 stability system. Similar to the system used in latest 3-Series, it tends to step in a bit too early for my liking. I can certainly understand for FR, most people are not familiar with how to encounter oversteer. But for a FF like Cooper S, understeer is easy to encounter for most drivers. Mini should design a system to let the front end plows a bit more before DSC steps in. Another issue with DSC-3 is it steps in at the last moment even if you turned it off. Other than that, the dynamic qualities are excellent. Ride quality is better than average considered its short-wheelbase design.

Brakes: Cooper S’s pedal feel is impressive. The pedal feels firm when the effort balanced.

Interior: The Cooper’s center speedometer is probably the easiest to read among center instrumentation. Its large and placed at a location where you still can focus on the road while driving. The tachometer placed in front of the driver is an added benefit. Sports seats are comfortable. Most switches are logically layout with all the necessary in the center console. Air-con works relatively well in hot weather. There is pet peeve despite of all the praises. The power mirror and window switches placed somewhere below the seats are not user-friendly. Back space is more than adequate. With 50/50 split rear seats, practicality also counts in this neat little package.

Conclusion: Without a doubt, Cooper S is a wonderful hot hatch. It got an excellent engine, great chassis and exceptional handling. If you can live with the lengthy waiting list, this is a car that worths every pennies.

VERDICT FOR 2003 MINI COOPER S
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Performance: 4.75/5
Handling/fun-to-drive: 4.75/5
Interior/ergonomics/user-friendliness: 3.75/5
Fit-and-finish/built-quality: 3.5/5
Value-for-money: 3.5/5

Overall rating: 4.25/5

2003 MINI Cooper 115hp CVT

Vehicle: 2003 MINI Cooper 115hp CVT

Performance: Considered Cooper has 115hp and 110 lb/ft of torque in a relatively lightweight body, it feels pretty good with stick shift. However, its not the same story with CVT. This CVT doesn’t seem to match well with this small displacement engine. While its still efficient, for the most parts, it lacks the “feel” of a Multitronic’s responsiveness in the manumatic mode. The automanual mode has a tendency of delayed reaction that occurs a second or so before shifts up or down. This is not the tranny to go for when buying a MINI, take stick shift and never look back.

Handling: Still the same great Cooper feel through the exceptional steering and chassis despite CVT makes this little car feels underengined. The lack of response of the tranny makes the driver feels the chassis is A LOT quicker than the car itself. If its a stick shift, the driver feels the car is about as quick as the chassis. On the S, the marvelous combination of supercharger and 6-speed stick is about perfect. The ASC+T doesn’t detect any wheelspin even after full throttle because the car won’t move.

Interior: Still the same ole’MINI interior except for the 5-Series derived shift knob. The shift knob has a nice quality feel with leather-wrapped design. The leatherette in our tester feels high-quality. Its material and texture feel a lot better than a lot of so-called “leather” by many car companies.

Conclusion: If you are buying a Cooper, take a stick shift and never look back. While the CVT is a good alternative for those who don’t WANT to drive stick, its never a stick shift because of its sluggish response. Don’t expect the same kind of response of Multitronic can be find in MINI’s CVT.

OVERALL VERDICT FOR 2003 MINI COOPER CVT
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Performance: 2/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 2.5/5

Overall rating: 3.75/5