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MINI Cooper S Review (2006): Driving down the road
Four years after its debut, driving a Mini Cooper is still just about the most fun to be had on four wheels. That may be the reason the Mini has succeeded where others have failed. The concept of a premium small car, one that is neither equipped in a bare-bones fashion nor sold at a rock-bottom price as a economy-first commute module, was virtually unknown, in the U.S. at least, until the Mini. There was no logical reason the Mini should have succeeded in the American marketplace, but succeed it did.
Emotion trumps logic. Because there is no way to keep from smiling and enjoying life while driving a Mini. That's the result of a combination of both the driving experience and the Mini's unique style. It's thoroughly modern in design and execution, although it does leverage a certain amount of ever-popular 1960s nostalgia - which is its right, as the original Mini was perhaps the most important car ever to be built in England, and one of the most influential vehicles ever built. It was the first car to successfully combine a transverse engine and front-wheel drive, and so is the spiritual ancestor of the majority of cars made today.
Because of its diminutive size - all of 10 feet long - and lack of power, the original Mini didn't make much of an impression in the US. At home in the UK, it was different. The Mini was a phenomenon that transcended social classes. Commoners bought them, royalty bought them, celebrities and rock stars bought them, and the Mini was an integral part of the English landscape in the early 1960s.
Performance sold then as now, and Formula One constructor John Cooper was retained to build high-performance Minis. The Mini Cooper was born, first with a 997cc, 55-horsepower engine, and eventually with 1275ccs and 76 horsepower. With excellent handling and about 1400 pounds to pull, the Mini Cooper S 1275 could show its heels to many a larger and allegedly faster car, including some two-seat sports cars.
The original Mini stayed in production from 1959 to 2000, although the Cooper was discontinued by 1971. The second generation was in development when BMW bought parent company Rover Group in the mid-1990s, and a commitment to the car from BMW ensured that the second-generation Mini made it to production. Since its debut in 2002, changes to the current Mini have been, well, minimal. Mini is now the brand name, with Cooper being the model. The regular Mini Cooper has a 1.6-liter four-cylinder engine with 115-horsepower; the Cooper S adds a supercharger and intercooler to extract 168 horses from that same displacement. Convertible models of both debuted in 2005.
A modern Mini is larger and more luxurious than an original, but it still has its predecessor's cheeky attitude. In any trim, a Mini is considerably more upscale in appointment than one from the 1960s. Windows are power-operated, not of the manual sliding variety. The seats and interior trim look suspiciously similar to BMW parts, not a bad deal at all. It may be small and economical, but a Mini in any form is far above a basic econobox in specification, comfort, and performance. I thoroughly enjoyed my week with the Cooper S. I also had the chance to drive it on a local race track a couple of weeks beforehand, and it got my vote for the most fun car of the day. Not the fastest, just the most fun. The Cooper S is balanced, with great acceleration and braking, fine cornering, very good comfort, and more interior than expected from its size.
APPEARANCE: There are no major changes to the Mini's looks for 2006. It's still a small two-box vehicle very much in the mold of the original if larger at a whole 12 feet in length. There is considerably more style than on the old ``flying shoebox,'' with sculpted fenders and hood, and rounded body contours, but the wheels are still as far to the corners as possible. Of course, the modern 16- or 17-inch wheels, with low-profile performance tires, are a little larger than the ten-inch wheels and skinny tires on an early-`60s Mini, but even with the Cooper S's flat air-dam front bumper fascia and letterbox hood scoop for the supercharger intake, a Mini is not an intimidating vehicle.
COMFORT: No laws of physics were broken in its design and construction. The Mini is not really larger inside than out, it's merely one of the most space-efficient cars made today. True to the original in concept, the larger box holds passengers and cargo, with the smaller box in front for the drivetrain. There is plenty of space in the front buckets for two six foot-plus adults, with two smaller people in the rear. Rear access is improved by a spring-loaded front passenger seat that easily moves forward when someone wants to get into the rear seat, and automatically returns to position afterwards. The interior is highly-styled, with an interesting oval motif to the interiors of the doors, and all three mirrors. But fashion does not override function. The only nod to nostalgia is the large white-faced speedometer mounted in the center of the dashboard, where it was in the original Mini. Seat comfort is up to BMW's high levels, and visibility is excellent. The available full-length dual-pane panoramic sunroof allows excellent top visibility for all occupants, and has both smoked glass and a shade to protect from excessive sunlight.
SAFETY: Minis have maxi safety features, starting with a strong unibody structure with a safety cell around the passenger compartment and front and rear crumple zones. Dual front, front side, and side head curtain airbags are standard, as are four-wheel antilock disc brakes. Dynamic stability control is available.
RIDE AND HANDLING: The old Mini's reputation was built on handling abilities far above its station, and the new one is even better. It's short and wide, with a low center of gravity, and a firm tuning to its fully-independent MacPherson strut front, multilink rear suspension. Steering effort is near-perfect, and turn-in response is immediate. Grip from the tires, the optional 205/45 VR17s on my test car, is excellent, and is improved by the optional, highly-recommended, limited-slip differential, which sends torque to the driving wheel that can best use it. If not the best-handling front-wheel drive car ever made, the Mini is certainly among the top few. Although it's at home at speed on the track, it's just as much fun to drive at legal speeds in the everyday world, and its small size makes city maneuvering and parking a snap.
PERFORMANCE: Small size can make a vehicle seem faster than it really is, but in the Cooper S's case there is no illusion. It's quick, with a 0-60 time of 6.87 seconds, and it's fast, with a top speed of over 130 mph. Fuel economy is very reasonable, with EPA ratings of 25 city, 32 highway. I got 25 overall, with my foot to the floor as much as possible, and I've gotten 30 in highway driving in the last S I had. The modern Cooper's fuel-injected, twin-cam, 16-valve four-cylinder engine would have been exotic technology in the day of the original's 8-valve pushrod unit with SU carburetors, and the S gets a power boost to 168 horsepower (at 6000 rpm) and 162 lb-ft of torque (at 4000 rpm) from a mechanically-driven supercharger. It gets to the front wheels with a minimum of fuss by way of a six-speed gearbox with excellent, precise linkage and equal-length halfshafts, to banish torque steer. There is decent low-end power, but the engine likes to rev, and higher in the rev range the supercharger does its best, with a noticeable whine and solid kick. A Cooper S is the closest thing to a street-legal shifter kart going.
CONCLUSIONS: Banish boring driving with a Mini Cooper S.
SPECIFICATIONS 2006 Mini Cooper S
| Base Price | $ 20,600 |
| Price As Tested | $ 27,950 |
| Engine Type | dual overhead cam, 16-valve inline 4-cylinder |
| Engine Size | 1.6 liters / 97 cu. in. |
| Horsepower | 168 @ 6000 rpm |
| Torque (lb-ft) | 162 @ 4000 rpm |
| Transmission | 6-speed manual |
| Wheelbase / Length | 97.1 in. / 143.9 in. |
| Curb Weight | 2679 lbs. |
| Pounds Per Horsepower | 15.9 |
| Fuel Capacity | 13.2 gal. |
| Fuel Requirement | 91 octane unleaded premium gasoline |
| Tires | 205/45 VR17 Dunlop Sport 9000 (opt) |
| Brakes, front / rear | vented disc / solid disc |
| Suspension, front / rear | independent MacPherson strut / independent multilink |
| Drivetrain | front engine, front-wheel drive |
| EPA Fuel Economy city / highway / observed | - miles per gallon 25 / 32 / 25 |
| 0 to 60 mph | 6.8 sec |
(Source: http://www.theautochannel.com)
MINI Cooper Review (2005): Big fun.
Experience has shown that no product can succeed in our marketplace without size on its side. The extra value meal, the 13-song music CD (one great single, 12 tracks of filler), and Costco's very business model all thrive on the more-for-your-money model. Nevermind that the "more" is often something that's bad for you, that you don't want, or is more than you can use (respectively), because as long as our cash is paying for something, we sign the check.
So along comes a car company that thinks it not only ignore this rule, but challenge it head-on. That company would be BMW, who hasn't had much trouble selling cars built with its own values to the rest of the world a few billion times over. With the new incarnation of the Mini Cooper, a once-British entity now under its corporate wings, they're betting it can be done even without the cachet of the Bimmer badge backing it up. Hey, they're serious here: the Mini got a clean-sheet design with the full engineering budget, lots of real-car parts, its very own assembly plant in England, and a price tag that goes as high as 32 big ones. But with all this packaged into a punier shell than the often-mocked Kia Rio, who here could take it seriously?
Road Test
Let the accountants and market researchers worry about product perception. Here at the consumer end where decisions rest on what we'll actually be driving every day, the mind tends to focus on three little details: 1. it's a BMW, 2. it's a supercharged BMW, 3. it's a supercharged BMW for 21 grand.
In some ways, this is an even more extreme machine than any Bimmer you can name, M3 or not. More than just the Kia, the Mini is actually tinier than any car sold in this country (142.8 inches long), and along with a pair of rear wheels that follow every move of the front pair from only 97.1 inches behind, it pays off in an unmistakable tossability that's impossible to replicate by any other means. Engineers compounded this advantage by fitting the steering with a ratio of 13.2:1 ? as fast as any Ferrari in the free world. The Mini is tuned for sport! The first few times you attack a twisty road, you'll find the wheels turning so fast you'll have to correct yourself, then correct your corrections.
Because Newton passed a law some time ago that micro cars wearing mega tires (P205/45R17) retain puppetmaster-like control of their destiny, throwing the Mini around to shake it loose will only shake yourself into nausea. Body lean is barely perceptible, understeer doesn't happen until you're going insanely fast, and oversteer just isn't in the cards. I could almost hear the Dynamic Stability Control system yawning out of boredom from having no work to do.
And you don't need to speed to reap benefits from the Mini. For example, being the littlest kid on the block allows for squeezing into empty slots on the street that seem custom-made just for you. (If you want to show off, you can also slide between the white lines of a standard space ? sideways.) Ideally-sprung pedals keep pleasure high, and having the corners of the car an arm's length away and an IMAX view through the expansive windows makes every maneuver a cinch. The ultimate parking machine, if you will.
It's not exactly a shrunken 3-series Bimmer, though. The steering is electrohydraulic, which isn't as conducive to road feel, and Minis are front-wheel-drive, so some of the supercharged power spills over into the driveline. For these two reasons, the Cooper doesn't have that magic BMW feel of the wheel, though it is nicely weighted (slightly heavily, fortunately), tracks reliably straight on the freeway, and a decent dose of information does reach the other side. And despite brick-ish aerodynamics causing the 0.36 drag coefficient, it feels every bit as solid when running 100 MPH.
BMW understands that too much muscle wouldn't be right in a FWD application, so even this uprated Cooper S has a manageable herd of 168 horses to tend (and 162 pounds-feet of torque ? both slightly higher than last year) from its supercharged 1.6-liter 4-cylinder engine (a joint project with Chrysler). It's somewhat spiky power delivery (much stronger above 3,000 RPM than below) makes the Cooper S feel more like a turbo machine than a naturally aspirated one, but like the best of the circa-$20,000 compacts, it can sprint to 60 MPH in the high-6-second range with a manual. And even if sounds like a NOSed-out vacuum cleaner under max acceleration (ahem, Chrysler?), it sounds righteously sporty the rest of the time.
Our car's blown engine was hitched to the new automatic transmission (2005 marks the first year S models can get one), which didn't feel like the perfect marriage. While the majority of shifts work as advertised, gears are sometimes held too long (sometimes a little, sometimes a lot) before upshifts, creating unneeded tension. This may or may not be due to its adaptive nature that instructs it to "build the revs longer between gear changes if it knows the driver enjoys taking the car to its limits." Downshifts can occasionally lag as well.
The manual-shift "Steptronic" function works just like in BMWs: upshifts are carried out by pulling the lever backward (as they should be), along with all of the same traits: flooring the pedal triggers a downshift, coming to a stop only drops it to 2nd gear, launching the car in 2nd is permitted, etc. And in an extra stroke of convenience, paddles behind the steering wheel let you fire off spontaneous shifts (lasting five seconds) with either hand while driving in D. Mini deserves further recognition for having the only six-speed in the class.
You can feel the 3-series-derived suspension absorbing the bumps with the usual Germanic ease, although the short wheelbase, stiffened stabilizer bars on the S model, and stiffened sidewalls of the low-profile run-flat sure give them a lot to absorb. Certain bumps steer the tires for you and successions of them can rattle your kidneys and creak the dashboard. However, the slightly explosive crashing sounds ? the main source of noise in a reasonably quiet cabin ? make it seem worse than it really is, and it is good enough to get by. Still, to keep the already-firmed up Cooper S in your comfort zone, bypass our test car's 17-inch wheels.
Inside and Out
Whether you love or loathe the look (most opinions side with love), count on it being a permanent mark in our cultural landscape. The company recently declared to make the Mini's shape a legacy to be passed onto the years, much like the unchanged-since-1965 Porsche 911. Notice the new headlights and taillights this year? Neither did we. That's the kind of subtlety we can expect.
Former BMW owners should feel right at home already. The three-button remote-equipped key is standard-issue Bimmer. With a door handle that takes a firm tug to open, the same radio and A/C controls, and almost the same seats and steering wheel, it acts like a BMW. Take a whiff, it even smells like a BMW.
It would help if it looked like one, too, but that's where Mini insisted on divergence. Too bad. Not only was every existing bad idea incorporated into this car; the designers seem to have held board meetings to invent new ones. First, there's the now-clich? center-mounted speedometer, made as offensive as possible with its inflated size, tacky black-on-white lettering, and head-tilting markings. In front of you sits a tasteless tachometer, not that you'll be seeing it much since the steering wheel rim blocks the upper third (the range between 2,000-6,000 RPM) from view. Little half-moon door handles frequently go unnoticed by the eyes of guest passengers. The main cupholders are better called "canholders" since they can't actually fit cups, and even the windows, locks, and stability control were rounded up onto a row of toggle switches on the dashboard's basement ? an inconvenient airplane-inspired gimmick to which even Saab has never stooped. Speaking of windows, rolling them down partway takes two flicks of the switch: one to start, another to stop. Finally, the half-hearted sun visors don't even cover half of the side windows, and the absence of a center console means you'll have to throw every little knick-knack into the flimsy glovebox.
The Mini is plenty creative on the outside. They should have stopped there.
Still, it's a welcoming place. With only a duo on board, there's nothing mini about it ? plenty of head, leg, and elbowroom in here. I've heard a comment or two about the front seats being uncomfortable but can't imagine why. Felt great to me, both in their shaping and the soft texture of the cowhide (Minis have several upholstery choices and combinations thereof: vinyl, cloth, leather, cloth-leather, leather). The meaty BMW-sourced steering wheel (now a more attractive three-spoke design) fills the hands nicely. And remember how everyone used to rave about the slick-feeling turn signal on Hondas? Well, the Mini's is the best yet, with a sublime, tight snap that has you changing lanes just to use this addictive piece of machinery. This is the turn signal stalk that launched a thousand ships.
Things are looking brighter in the audio department. BMWs equipped with Harman-Kardon sound systems have a legacy of poor sound quality, but all we have here is crisp treble, authoritative bass, and good clarity. In short, it rocks. It helps to have such a small cabin to fill. Pretty basic on features, though; wasn't BMW about to install iPod jacks on all its cars? Suggestion: hurry it up!
Another suggestion: keep body count to two. The back seat has a narrow feeling even with two abreast, the cushion's too low, legs rub against the front seats, and a tall driver leaves literally no foot space due to the ridiculously low-hanging front seats. It's not so much that BMW did a bad job with packaging, it's just that stuffing four humans into a 143-inch-long car is a crime for which its owner will answer on Judgment Day. The Mini slightly redeems itself with its two adjustable head restraints, the same good headroom as in front, and the spillover effect of wide-open visibility. Back passengers also get their own sunroof to gaze up upon.
Simply using the Mini as a two-seater also fixes the similarly compromised trunk, more than quadrupling its meager 5.3 cubic feet of under-hatch room to a far more useful 23.7.
Other Thoughts
Minis may look the same, but they sure don't drive or cost the same. In 2005 we're up to three levels of engine, four transmissions, two body styles, and a $14,250 price span.
The four basic Coopers are the standard hatchback ($17,500), the S hatchback ($20,950), the base convertible ($22,000), and the S convertible ($25,450), meaning it's a consistent $3,450 for supercharged power and a consistent $4,500 for the power folding roof (complete with roll bar protection). Mini minimalists can go for the non-supercharged Coopers that cough up a lowly 115 horsepower and 111 pounds-feet of torque ? about equal to a 1990s Honda Civic aside from drinking premium fuel. (It also wants synthetic oil, though maintenance is free for three years.) The 53 horsepower, 51 pounds-foot jump to the Cooper S is a meaningful upgrade, doubly so once you factor in the transmission differences: the Cooper S gets six manual gears instead of the standard Cooper's five, and on the automatic side, the standard Cooper's Continuously Variable Transmission (which has a simulated six-speed mode) gets traded in for the conventional six-speed automatic discussed in this review. The CVT and 6-speed add $1,350 and $1,300 to the standard Cooper and Cooper S, respectively. Despite the 93% majority in this country going the auto route, the stick has been the transmission of choice on most Minis sold. Many would call this a positive reflection on its owner base.
If you want maximum Mini, spring for the John Cooper Works package, which for $6,300 adds a high-output supercharger to boost horsepower to 200, along with a high-performance brakes and a limited-slip differential. Thus making the most expensive Mini the John Cooper Works S convertible at an eye-opening $31,750.
To be sure, how much car you're getting for the money is a legitimate concern, and even the basic Cooper's $17,500 is a lot for a 4-cylinder, front-wheel-drive subcompact, like the Kia Rios and Chevy Aveos of the world that stay in the 14s when fully loaded. But those cars basically have slacker brakes, third-rate rear suspensions, wimpy tires, no cruise control, and not a sporting bone in their bodies.
And the $20,950 Cooper S isn't much costlier than the just-under-20-grand sport-compacts such as Mitsubishi's Lancer Ralliart or Scion's tC, with which it closely compares in performance and content.
Of course, the Mini isn't quite a sport compact. Heck, it's not even subcompact. It's a "minicompact" (rare indeed), so yes, it is less car for the money. But cost ? and quality ? is tied far more to hardware than body length, so it's not like BMW gets to walk away with a truckload of cash with every sale.
Think it over, weigh your options, and vote with your wallet.
Last Word: The Mini Cooper is an acquired taste. But it's got flavor.
(Source: http://automotive.com/)
MINI Cooper Review (2004)
The MINI is ingrained in British culture and even though it is now owned by BMW its spirit remains British through and through. BMW have taken this motoring icon of the last four decades and transformed it into the most advanced and entertaining car of its size on the market.
Built in Oxford (the original home of the Morris Minor) the MINI retains all the cheeky charm of its predecessor combined with German reliability.
With the launch of the new MINI, BMW have rekindled public enthusiasm for the MINI brand worldwide and it is now available in over 70 countries. In April this year the MINI reached an important milestone when the 100,000th MINI, a silver Cooper S was registered in the UK.
The range now includes the MINI One, MINI One D (diesel), MINI Cooper, MINI Cooper S and the MINI Convertible (launched this summer). The only model lacking is an estate (traveller).
How It Drove - Performance.
The MINI Cooper is powered by a four-cylinder, 1.6 litre, 16-valve engine which produces 115 bhp, enabling the MINI Cooper to accelerate from 0-62 mph in 9.2 seconds and continue to a top speed of 124 mph.
As you would expect of BMW, the engine is exceptionally quiet and refined. Power delivery is smooth and precise and is controlled by 'throttle-by-wire' technology which replaces the traditional mechanical link between the accelerator and engine. The powertrain controller determines the ideal amount of fuel to supply to the engine resulting in maximum performance and minimum emissions.
The MINI Cooper is equally at home in rush hour traffic as it is on the motorway and around town it was a joy to drive. It has more than adequate power and is more than capable of giving driver's of larger and faster vehicles a few surprises.
The standard five-speed gearbox by Midland Gears at Longbridge is among the best I have tested offering seamless changes. The clutch is particularly well weighted for a car of this size and it was a joy to change up and down the gears, using the chunky, tactile gearstick although, reverse gear was a bit temperamental to get into.
From July 2004, a new five-speed 'Getrag' gearbox with modified gear ratios will feature in the MINI Cooper, this modification results in improved acceleration
How It Drove - Ride/Handling.
The MINI Cooper has excellent handling characteristics, the overall ride is firm and combined with the MINI's chassis design and low centre of gravity you have an agile car with superb road holding ability. The 15" 8 spoke alloy wheels/tyres were a bit narrow for my liking, slightly inhibiting grip and limiting cornering speeds. I would recommend the wider tyre options available.
The multi-link suspension is unique within this vehicle segment and is designed so that the wheels always adjust to the best possible angle, ensuring that the tyres are always in full contact with the road. Therefore, changes in road camber have minimal effect on the MINI's steering or traction.
As an option our safety conscious MINI Cooper test car featured ASC+T (automatic stability control with traction control). This system effectively prevents front wheel spin and guarantees stability (within safe driving parameters). However, it will break grip if pushed to the limit of its stability although, under normal driving conditions this would not present a problem. This electronic system uses ABS sensors to detect any wheel slippage and when it does it automatically cuts the power to the spinning wheel until it grips again - It also works when decelerating. A warning light flashes when the system is activated and remains permanently lit when the system is switched off.
The steering is superbly weighted and direct with a kart-like driving feel - consistently giving the correct amount of feedback to the driver keeping you composed and in tune with the road.
Ease of Use.
The MINI Cooper couldn't be easier to drive and manoeuvre visibility is excellent and parking is a breeze. Our test car was equipped with optional Rear Park Distance Control which in my opinion was unnecessary for a car of this size.
The cabin is both simple and uncluttered; the retro-speedometer is situated between the driver and the front passenger in the classic Mini position. The rev counter is located on the steering column in front of the driver this certainly required a little time to get used to as you find yourself looking slightly to the left to check your speed - but you do get used to it. Ideally, a digital readout on the rev-counter along with the central speedometer would be helpful. If satellite navigation is specified on the MINI Cooper and Cooper S the speedometer will be moved to the steering column next to the rev counter.
The clock is positioned in the headlining and was a little difficult to find especially when on the move. However, MINI has addressed this and from July 2004 the clock will be repositioned from the headlining to the central instrument panel.
The controls are tactile and eye-catching however, the heater and window controls suffer from the retro styling and whilst undeniably cute and totally in keeping with the original Mini are not the easiest to operate.
Storage space inside the cabin of the MINI Cooper is as you would expect of a car of this size - limited and comprises of a glove box, rear passenger cargo nets on the back of the rear seats, deep storage shelf within the dashboard and good size door bins.
The boot is of 'mini' proportions but unlike the original Mini, the bucket-style rear seats do fold down with a 50:50 split and with both seat backs folded down the boot capacity is increased from 150 litres to 670 litres. Lighting in the boot of the MINI Cooper is standard and the rear seats have been designed to accommodate the ISOFIX child-seat system.
Access is relatively easy with the doors opening to 80 degrees making the car wider than it is long when fully open. The driver and front passenger seats fold down and move forward in one easy action. The seats return to their initial position through an ingenious mechanical memory mechanism.
Rear leg room is limited and except for short journeys the rear seats are best suited to children, as adults will undoubtedly find their legs cramped on longer journeys.
Should you need or want to check under the bonnet gas struts help the bonnet open smoothly and remain upright for ease of use without the need for a prop.
Safety and Security.
The following safety and security equipment is standard on the MINI Cooper: Four-sensor ABS (anti-lock braking system), EBD (electronic braking distribution), CBC (cornering brake control), four disc brakes (front ventilated), tyre pressure warning indicator, MINI Mobility System, front driver and passenger 'smart' airbags, front side airbags, three-point safety belts, front seats also fitted with belt pre-tensioners and belt-force limiters as standard, remote central locking and immobiliser (Thatcham category 1).
Our test car was fitted with optional ASC+T (automatic stability control with traction control).
For personal security all MINI's built from September 2002 automatically lock at 9mph and unlock when the ignition is cut.
Comfort and Refinement.
According to MINI's press literature 'Once seated in the MINI, it feels instantly right' and we couldn't agree more.
The four seater MINI's cabin is deceptively spacious with more than adequate head and leg room in the front. Rear leg room is adequate but more suited to pre-teenage children rather than adults. The standard seats are firm but comfortable but ultimately lack good lateral support - sports seats are available as an option on the MINI Cooper. Our test car featured both driver and passenger seat height adjustment (passenger height adjustment an option) and the MINI's steering wheel is height adjustable to enable you to find the perfect driving position.
All models are fitted with electro-hydraulic power-assisted steering (EHPAS) which only needs to be turned 2.5 times lock to lock - making light work of parking.
The MINI Cooper's level of refinement is high and includes air conditioning, electric windows, remote central locking, cup holders front and rear, electric door mirrors, footwell lamps and cigarette lighter.
How It Looks - Exterior. The designers of the new MINI aimed 'To capture the original Mini's heart and soul' and this has certainly been achieved. From the 'Classic wheel-at-each-corner design, to the white or black contrasting roof and door mirrors the new design is instantly recognisable as a MINI.
The MINI is undoubtedly cute and is widely regarded as a design classic. The characteristic large round headlamps enhance the all-in-one clamshell bonnet and from July 2004 all MINI models receive new clear glass headlights that provide brighter illumination.
The rear of the MINI features strong rear light clusters which accentuate its chunky, compact looks. The centrally placed single reversing light is a bit low-down to be practical but I assume this is down to design constraints. MINI has now addressed this issue and from July 2004 the reversing lights will be integrated into the newly designed rear light clusters.
To avoid any confusion on the road the MINI model range can be distinguished by their radiator grille's the MINI One has four horizontal black fins, the Cooper has chrome strips and the Cooper S can be defined by its six body coloured bars.
How It Looks - Interior.
According to MINI's press literature 'The interior design has transplanted the
simple and straightforward look of the original into the 21st Century' and
what a superb job they have done.
The interior styling of the MINI Cooper is as you would expect of a BMW product both functional and uncluttered - with a dash of fun.
All the instruments are framed in silver and the MINI Cooper dashboard trim is finished in alloy patina. A circular theme prevails throughout the cabin with circular instruments, air vents, speakers in the doors, interior door handles and MINI logo on the steering wheel. Chrome also features heavily contrasting perfectly with the silver trim.
The dashboard's centre console was inspired by the original Mini with aluminium-look struts. The console houses the stereo, ventilation and air-conditioning controls, rear demister and the heated rear windscreen switches. The retro toggle switches positioned further down operate the electric windows, central locking and the optional front fog lights and closely resemble the switchgear of the original Mini. The interior door design is superb - the armrests match the design of the centre console and the door release mechanism is fluid to operate.
In Car Entertainment and Satellite Navigation
Rivals.
No other car compares but have a look at the Audi A2, Citroen C2, Mazda2, Toyota Yaris and Volkswagen Lupo
What We Liked
What We Disliked
What We'd Like To See
Build Quality.
The new MINI has been long awaited and it does not disappoint, offering buyers a premium product within the small car sector. Overall, build quality is very good and most of the minor niggles have been rectified. The materials used are of a high standard and should prove durable in the long term.
Overall Opinion
The new MINI appeals to men and women of all age groups and transcends class, age and nationality. Owners include original Mini enthusiasts and relative newcomers to the MINI brand who want a stylish small car with attitude. With five models now available there is a MINI for everyone. If you are looking for a car with personality and real driver appeal combined with the ability to fix your motoring costs then the MINI is a must.
I really enjoyed my time with the MINI Cooper and was genuinely sorry to see
it go for me the new MINI represents a great value, fun to drive car which is
made in Britain. The MINI is a car that everyone should experience - what more
can I say.
(Source: http://www.carpages.co.uk/)
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