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Some elements of
the motoring press have criticised rear passenger accommodation, saying
the front seat touches the rear when fully back. That, however, is testament
to the adjustability of the driving position. I'm over six feet tall
and with the driver's seat in the preferred position, I can still sit
in the back.
Other hacks knocked the fact that there is only room for two in the
back, due to the 'bucket'-shaped cushions, whereas a rear bench may
have accommodated three little 'uns. Well, ignoring for the moment the
fact that the rear suspensions intrudes laterally some distance at the
back, how many people would buy a MINI to transport five? We did manage
to squeeze four large adult males in, even if it was a bit tight. Luggage
space is minimal however, with 150 litres, and though the split/fold
rear seats do help in this department, considering the car's outward
dimensions, it should be better.
Turn the key and there's the impression of mechanical precision as the
Chrylser-sourced engine whirrs and chirrups into life. The engine note
has more than a hint of sporting intent. So, time to stop sitting around.
Once more MINI bombards the driver with plus points. The gear change
is superb. From the moment you grasp the oversized gear knob and slot
home the first ratio, it is rifle-bolt precise, with a short, snappy
throw that inspires confidence. The steering too, is instantly likeable,
with a rapid 2.5 turns lock-to-lock and a feel that's meatier and chunkier
than a bowl of Pedigree Chum.
In town, it is easy to snatch gaps in traffic, while the minuscule front
and rear overhangs mean you are always confident if where the edges
of the car are. You might struggle to squeeze it into a Turin sewer
with the ease of the original, but parking shouldn't present any serious
problems. Apart from when escaping curious locals!
It soon becomes apparent the people love MINI. It's one of those cars
that, like its predecessor, generates only good feelings among other
road users - a rare feat in our world of road-rage and car envy. That
feel-good factor is a crucial element of MINI's success and it shows
more than anything that BMW have understood what was required.
The good news keeps on coming, too. I'm a big fan of hot superminis,
but I promise you, no other I have come across rides with the maturity,
composure and precision of new MINI. On the Cooper's standard 15-inch
alloy wheels, the imperfections, ruts and lumps are filtered out convincingly,
yet without removing the driver from what's going on at the wheels.
The multi-link rear suspension (unique in this market sector) is definitely
helpful here, and the cooper also gets a rear anti-roll bar and is 8mm
lower than the entry-level MINI One to help beef things up for the enthusiast.
The end result is a mature performance that would shame many big cars,
and the impression that long-haul journeys would be more pleasure than
chore. Three-figure cruising speeds on the autostrada were easy to attain
and comfortable to sustain.
The non-stop stream of positive feedback instills you with the confidence
to push harder as soon as the opportunity arises. The chassis engineers
(and subsequently, therefore, the marketing department) have made much
mention of the cars 'kart-like' handling characteristics. Now, without
wishing to be unkind, this is untrue. Having run a Peugeot 206 Rallye
for several years, a car heralded by some in the motoring press as the
MINI Cooper for the '90s new MINI doesn't seem as sharp. The steering
lacks the lucidity and ultimate fell of the Pug's unassisted set-up,
and there's not much front-end bite or tenacity, either. Also, whereas
the featherweight French flyer, with its closely stacked gear ratios,
made every one of its 100bhp count, the 115bhp Cooper feels seriously
underpowered.
It isn't slow, as such, hitting 62 mph in a shade over nine seconds
on the way to a claimed 125mph, but at 1050kg it's bloody heavy - around
ten per cent more than the solid VW Lupo Gti, but with ten horsepower
less. Part of this at least is down to MINI's class-leading safety.
On top of ABS, ASC+T and CBC (Cornering Brake Control) as standard,
the car offers standard setting levels of passive safety.
There are front and side airbags for driver and passenger, with head
airbags available as an option. MINI also features a phenomenally rigid
bodystructure. Torsional rigidity is measured at 24,500Nm/degree - or,
in layman's terms, two to three times higher than other cars in this
class. This not only leads to improved driving dynamics, but makes the
passenger cell exceptionally tough.
Another reason for the Cooper feeling underpowered is that the chassis
can so obviously cope with more power. The 1598cc Pentagn 16v engine
sounds fruity and revs freely enough, but it isn't very special. Quite
why Rover's K-Series units weren't used, I'm not sure. Anyway, the introduction
of a supercharged Cooper S model, with over 160 bhp and a six-speed
gearbox should hopefully satisfy the performance junkies.
The first serious thrash with all the driver aids on, is actually a
little disappointing. Body control is excellent, the brakes strong and
linear, but through tight turns there was too much understeer, the tyres
screeched with surprisingly little provocation and the whole experience
left me wanting more involvement. Hmmm. Maybe it's the dodgy Italian
Tarmac.
However, the next day all photographic duties have been fulfilled, passengers
dispensed with and there are four hours to kill before I have to give
the keys back. Traction control off, it's time to see if the relationship
is going to be brief and lustful or have the depth and character to
develop over the years.
Remember the corner I mentioned at the start of the piece? Hitting the
curve way too fast, Pirellis squealing noisily, the Cooper's nose begins
to run wide, prompting a sharp lift of the throttle. Instantly, the
nose tucks back in and the rear of the car gently starts to drift round.
Not in a dramatic, heart-in-the-mouth way, but smooth, controlled and
so exploitable. This is a major piece of the jigsaw. The ability to
trim your line mid-corner and balance the car so delicately and neutrally
is the stuff of hot hatch mythology.
A 25km blast along a sinewy tract of near-deserted Tarmac was a proper
adrenaline rush. Using 90 per cent second gear and zinging between switchbacks,
MINI was a hoot. Through more open curves the car just sticks, changing
direction effortlessly and instantly. Through the tighter turns there
still understeer, but you always have options: nice and smooth, trail-brake
to set the car and power through or lift-off oversteer for the hairy
chested. I'm still not convinced about the rubber, though. The little
175/65 section tyres obviously help the delicacy of adjustment, but
I can't help feeling optional 16-inch rims with more rubber, might be
an interesting comparison. I'll reserve judgement until we've tried
it in the UK.
Stopping for a breather with brakes smoking and a broad smile on my
face, I can't help being impressed by the little car. With the original
being so popular and iconic, purists are bound to find things to criticise.
They shouldn't. At £11,600 on the road, MINI Cooper is one hell
of a lot of car for the money. The same price buys you a Corsa Sri while
the smaller Lupo Gti costs nearly £1500 more. Given the burden
of expectation, this enormously talented, high quality and aggressively
priced little car is pretty special.
It's difficult to see BMW having problems selling new MINI in Cooper
or One guises and with the Cooper S arriving next year, plus a cabriolet
soon after, the brand should go from strength to strength. It's quite
an entertaining thought that the Mini Cooper for the 21st century might
just be the MINI Cooper. Molto bene, dad.
Take your Pick.
. . .
MINI is going to be an absolute boon for aftermarket accessories, and
BMW is fully prepared. The hypothesis is that people will want to tailor
and personalise their MINIs to suit their lifestyles, or maybe just
to provide the car with a unique character. So, on top of an already
well-specified car, expect to see an enormous range of optional extras,
from sat-nav to a union jack decal for the roof.
A six-speed CVT automatic gearbox with Steptronic is available from
September priced £980, with the option of steering wheel-mounted
shift controls.
There are also three optional packages on offer, which all represent
significant savings over the cost of specifying each extra separately.
Salt (MINI One): offering storage nets behind the front seats, passenger
seat height adjustment, additional interior lighting, silver trim, fog
lamps and rev counter - £250
Pepper (MINI Cooper): as Salt, plus specific 15-inch alloys and chrome
bumper inserts - £300
Chili (Cooper): as Pepper, plus cloth and leather sports seats with
extra side support, leather steering wheel. Roof spoiler, sports suspension
and 16-inch alloys also included - £1000
Options Available
at Launch MINI One MINI Cooper Retail Price
ASC+T Yes Yes £100
Sport suspension plus N/A Yes £100
Leather s/wheel Yes Yes £80
Head airbags Yes Yes £200
ISOFIX child seats Yes Yes £20
Spacesaver spare wheel Yes Yes £35
Remote Alarm Yes Yes £200
Halogen front fog lamps Yes Yes £90
Chrome Bumper Inserts Yes Yes £80
7-hole 15-inch alloys Yes Std £270
8-spoke 15-inch alloys Yes No cost £270
5-star 16-inch alloys £680 £410
Sports Seats Yes Yes £170
Heated mirrors / washer jets Yes Yes £40
White/black roof and mirrors N/a No cost
Electronic Panoramic Sunroof Yes Yes £500
Manual air con Yes Yes £600
On-board computer Yes Yes £100
Rev Counter Yes Std £50
Single CD Yes Yes £70
Interior Light Pack Yes Yes £80
Half-leather upholstery Yes Yes £440
Full-leather upohlstery Yes Yes £970
FROM SEPTEMBER:
Steptronic CVT Yes Yes £980
Multi-function wheel Yes Yes £240
Visibility Pack Yes Yes £170
Passenger seat height adjust Yes Yes £100
Xenon lights and washer yes Yes £350
Auto air-con Yes Yes £830
MiniDisc Yes Yes £100
6 CD Changer Yes Yes £235
Specification -
MINI Cooper
Engine In-line four
cylinder 16 valve
Capacity 1598cc
Bore/Stroke 85.8mm/77mm
Compression ratio 10.6:1
Max Power 115 bhp (85kW) @ 6000rpm
Max Torque 110lb ft (149Nm)@4500rpm
Top Speed 125mph (200kmh)
0-62mph 9.2 seconds
Fuel Consumption 42.2mpg (Combined)
Transmission Five-speed manual
Wheels 15-inch alloy
Tyres 175/65 Pirelli P3000
Brakes Front
Rear 276mm vented discs
259mm discs
Suspension Front
Rear Independent
Multi-link
Weight 1050kg
Price (otr) £11,600
On Sale 7 july
For
Great looks, class-leading refinement
and saftey, sound dynamics, aggressive pricing
Against
Could use more power, tiny boot
Hitting the Marque
MINI is the first rung on the ownership ladder in BMW's 'premium brand'
strategy that will strech all the way from the £10,300 MINI One,
all the way to the new Rolls Royce. It is billed as an independent brand
within the group, and is a crucial element in widening BMW's appeal
tot a new, more diverse audience.
There are two main predicted audiences. The prime target group is expected
to be young (between 20 and 34… Sorry, Bob) with higher- than-average-income.
MINI will be their main car. The second group are more likely to be
familiar with the original and are looking for a stylish, but affordable
vehicle as a second or third for the household.
We can't help feeling that this incarnation, like the Issigonis original,
will have a massively wide appeal, and the brand is likely to grow.
The Cooper S will be with us next year, and with the chassis well able
to cope with that power, the rumoured hot Alpina version does seem likely.
A drop-top version is also planned for the near future, and if BMW make
it as attractive as other cabrios, it'll be a hit. A 206 CC-Mercedes
SLK style vario roof is also a possibility. Other concepts include a
pick-up (yes, please) and a traveller (no, thanks). A full MINI range
looks inevitable - and promising.
Predicted first year sales figure of around 30,000 should be hit with
ease. The Cowley plant is capable of producing 125,000 cars per year
at full capacity, and BMW hopes to sell 100,000 units per year. Walking
the tightrope between oversupply and long waiting times would appear
to be the biggest problem.
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