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
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
Short review of 2007 Mini Cooper
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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.
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
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
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
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.
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
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
