MINI Cooper 2007 Review
A new engine and new-found verve make the entry-level MINI a much more appealing packageTasmania, Feb 2007
What we liked
>> Smooth, willing engine
>> Like Cooper S, improved NVH
>> More customisation options - inside and out
>> Engine though willing needs a few more revs
>> Standard 15-inch rubber not up to the task
Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 3.5/5.0
Price, Packaging and Practicality: 3.0/5.0
Safety: 3.5/5.0
Behind the wheel: 4.0/5.0
X-factor: 4.5/5.0
There were few bumps, few autostrade sections (indeed, few straight bits period), fewer still police and little adherence to speed limits... And no Coopers. In fact, the naturally-aspirated entry-level car was all but totally absent from the launch fleet in Barcelona. At least the fleet we had access to...
A more cynical observer might have suggested MINI wasn't keen to show-off the cooking model variant of the new generation. After all, the R50 Series Coopers hardly set the world on fire. The 'old' Chrysler-co-op'd Triton four-cylinder engine under the bonnet of the Cooper was not too shabby in supercharged Cooper S trim, but left to its own devices it was a somewhat breathless lump. It was never bad, but it was no Renault Clio.
After sampling local delivery R56 Coopers in both manual and six-speed automatic trim on mixed but admittedly entertaining roads (still no motorways) south of Hobart (Tasmania), we can vouch for the fact that MINI has no need to hide anything. Even without the S's turbocharged heft, the Cooper is an entertaining and enjoyable drive.
Indeed, we'd go so far as to say some buyers would be best advised to stick with the Cooper and use the not inconsiderable price premium between it and the S to pump up the options. Hey, it's a MINI and there's a swag from which to choose.
Check out our international launch coverage here for more, but essentially there is barely a part or panel shared across the two generations. New running gear, new specced-up interior, the list goes on... Trainspotters will be able to pick the various differences but for us mortals look at the windscreen wipers -- if you can see the base of them it's the old model you're looking at.
The new car is bigger than the R50/53 Series it replaces. Though the wheelbase is unaltered, the R56 is almost 60mm longer -- much of that an increase to the front overhang. The pointy-end's also taller and, well, less pointy. Blame pedestrian safety requirements.
It is accordingly more expensive. Pricing just announced for the R56 range starts with the 88kW/160Nm naturally-aspirated six-speed manual Cooper model priced from $31,100.
This is a $1200 increase on the outgoing model -- though MINI might argue that specification adjusted there's been little change.
The base MINI includes a substantial level of standard equipment such as cloth trim, aircon, multi-function steering wheel, cruise control (new), keyless entry and start-stop, electric windows and mirrors, height adjustable front seats, trip computer and switchable (ie: five colours) interior lighting. Under the skin there's also a comprehensive safety package that includes ABS, traction control (also new to the base model) and curtain airbags (see Safety below).
The 128kW/240Nm turbocharged Cooper S starts at $39,900 -- an increase of $1000 over the outgoing model.
There's a commensurate increase in the goodies fitted to the S -- as well as bigger 16-inch alloys (the Cooper gets 15s as standard), it gets more aggressive bodywork (including 'that' bonnet scoop) and a touch more 'jewelry' outside. Inside it adds sports seats, stainless steel pedals and other detailed items.
The S also gets a Sport button which sharpens steering and throttle response (available as a $300 option on the Cooper). It also speeds up shift times on auto versions.
What is missing from the Cooper S for 2007 is a limited slip diff. Standard on the R53 series S, the LSD is now a $280 option on the new car. It's only available on the manual Cooper S.
Accounting for the lion's share of MINIs purchased Down Under (upwards of 60 per cent!) are the up-spec Cooper Chilli and Cooper S Chilli variants -- priced with a $3600 premium; that is $34,700 and $43,500 respectively.
The Cooper Chilli adds an exterior Chrome Line package, cloth/leather combination 'Ray' upholstery, Sport seats, high-output 10-speaker stereo, velour floor mats, front fog lights, and 5 Star Blaster 16-inch alloy wheels with run-flat tyres.
The Cooper S Chilli deletes the exterior Chrome Line package, but further adds Bi-Xenon headlights, the choice of a firmer Sport suspension (optional), Crown Spoke 17-inch alloy wheels and automatic climate control.
Automatic versions of both the naturally-aspirated and turbocharged cars are also offered at a $2200 premium. The box is a conventional six-speeder that features a sport mode and steering-wheel mounted paddle shifts. Previously the Cooper featured a CVT transmission.
The base Cooper fuel-injected engine is rated at 88kW at 6000rpm. Max torque is 160Nm at 4250rpm, with both the power and torque curves showing up as remarkably glitch free and linear.
That this is just 3kW and 10Nm up on the old engine tells only part of the story. This is a much more willing and sweet-spinning engine than that which powered the old Cooper.
Also new is the Cooper's six-speed manual gearbox. The redesign of the car's transaxle sees the new car feature equal-length driveshafts which theoretically translates to less torque steer.
Brakes have also been upgraded on both models -- the Cooper's ventilated front rotors are now 4mm larger at 280mm.
Suspension componentry has been tweaked in the new model with the use of alloy to reduce weight. There's also a new electrically-assisted steering system. This replaces the electric-hydraulic set-up of the last generation but fortunately eschews the unpleasant Playstation-like response of the all-electric steering fitted in another BMW Group product.
For more mechanical details on the R56 Cooper S click here.
Even in standard form in base Cooper trim there's a better feel to the interior and the materials and surfaces... From the chunkier ancillary toggle switches through the dash and door trim elements.
Space is still at a premium (it's a MINI!) -- this is a four-seater only when your fellow travellers are friendly... And small! Even 180cm-plus drivers have no issues with getting comfortable -- thanks in part to the decent headroom and reach and rake adjustable steering column -- just don't try and install somebody behind them.
We're still not convinced about the new oversized central speedo. It's simply a gimmick. If it wasn't for the digital speedo repeater in the 'data centre' at the foot of the steering column mounted tacho you'd have no chance of staying out of the bushes or gaol!
On the plus side of the equation, however, the ability to personalise the interior of your MINI has taken a leap in this series. As well as the abovementioned wood, alloy and so on, there's a choice of colour and finishes for dash pads and knee rolls, armrest and so on. Then there are interior trim options and plush upholstery choices... Combined with optional products, literally thousands of combinations exist.
This is a truly unique aspect of MINI's packaging equation and one that the likes of Fiat are set to emulate down the track with the arrival of the Nuovo 500.
SAFETY
The new-gen MINI is said to be even stronger than the existing model and its reparability has been enhanced thanks to strengthened front members, says the company. Pedestrian safety advancements have dictated the changed front-end, so expect it to score well when Euro NCAP testing takes place.
MINIs come with a full complement of airbags -- front and side plus curtains bags -- and in terms of active safety include advanced four-wheel disc ABS brakes and traction control in all Aussie models. Dynamic Stability Control is an $840 option on all models
MINI specifies run-flat rubber across most of the Cooper and Cooper S range. Only the base model 15-inch wheeled Cooper does without -- a MINI Mobility Kit (read: tin of tyre goop!) in supplied.
On the subject of the standard 15-inch rubber fitted to the Cooper. If you're a keen driver, it'd pay to upgrade to the Chilli's 16-inch hoops. Not only do they mean you're more likely to get home under your own steam in the case of a flat (Goop doesn't work!) but the base tyres are short on grip. Plain and simple.
COMPETITORS
MINIs are expensive small cars that in some ways defy conventional comparison. On the surface $31,100 is a lot to pay for a conventionally equipped 3.5-seat hatch.
As a 'lifestyle' purchase, the Cooper S is shopped against cars like Mazda's MX-5 roadster and the various coupe-cabrios offered by VW, the French brands and others. Hot hatches come into the equation too.
The cooking model Cooper is a much tougher car to categorise. Sure it's compared against the likes of the Renault Clio, VW Polo and just-released 207 in Europe but it's hard to say buyers consider the purchase of a Cooper in the same manner Down Under.
We'd suggest that the car drags people up to its $30K-plus pricetag -- buyers that might have otherwise purchased a top-spec 'conventional' hatch. It also attracts buyers of midsized near-premium brand/models or indeed the like of the Audi A3 or A-Class Benz.
That said, the just-announced sub-$32K pricetag of the turbocharged 207 GT might also attract some buyers.
In delivering a Cooper that's much less the poor cousin to the hotshoe S, MINI may well have widened the appeal of its entry level car. As we said above, some buyers would be best advised to stick with the Cooper and use the dollars they saved to pump up the options.
ON THE ROAD
If the Cooper S is more of the same of Version One in a less frenetic package, then the new Cooper is just plain more -- more fun, more enticing, more refined and more user-friendly.
The sheer engine stats don't tell the full story. There's an extra 3kW and 10Nm but the new BMW/PSA engine is a much more willing, free revving number that has an engaging timbre to its note.
Modern engine management and valve trickery means there's little if any steps to the power and torque delivery. The engine spins sweetly on the road and encouraged by the clean-shifting six-speeder you're soon up to pace.
It's this sweet spinning nature of the engine that ironically generates one of our few criticisms. With a soft rev limiter coming in somewhere around the mid-6000rpm mark you often find yourself wishing for a few more revs. One can only imagine how much fun a Cooper 'Plus' might be -- with say 10kW more and 1500rpm extra to play with...
Despite this alacrity, the engine's no one-trick pony. It will happily hold higher gears at highway speeds -- something the last Cooper was reluctant to do.
According to MINI, standing start acceleration to 100km/h is unchanged between R50 and R56 at 9.1sec (manual). In-gear acceleration -- a measure of the engine's flexibility (and well-chosen gear ratios!) -- is substantially improved, however. From 80-120km/h in fifth and sixth, MINI says the new car is between 1 and 1.5sec faster.
At the same time its claimed fuel economy has improved from 6.9lt/100km to 5.8 on the combined EU cycle.
The more softly suspended Cooper is not quite as well 'tied down' as the Cooper S. There's more body roll and on the standard 15-inch rubber no shortage of tyre squeal if you're pushing along.
The car doesn't turn in as well as its sporty brethren, but it's a far cry from the understeering entry model hatches that some manufacturers turn loose. The handling overall is benign without being 'vanilla'. The softer suspension frees up a touch more comfort in terms of ride, though you'd be hard-pressed calling a MINI's stance and suspension compliance as anything other than business-like.
The new electro-mechanical steering is quicker than the outgoing car's set-up with marginally less turns lock to lock. It firms up nicely as speeds rise.
With 'just' 88kW, the Cooper gives the impression of having more chassis than engine. It's more stable under brakes than the last car, with a more refined and grown up feeling but exhibits this without losing the 'fun' aspect the brand purports to champion.
Even the auto is an enjoyable drive. Sure it doesn't have the direct involvement of the manual car but with the reasonably fast acting gearbox and the wheel-mounted paddles it can be hustled along with verve. And around town, you can opt to leave it in drive and get on with the job itself. The only hiccup is its propensity to upshift a tad too quickly -- occasionally leaving the car flat-footed.
Our experience with the new Cooper S in Spain last year confirmed that the hotter MINI had gone from being a fun but rather raucous drive to something more akin to a polished performer. After driving the Cooper we're happy to confirm the transformations are equally successful.
It may be expensive, but as a stylish, chic and cheeky city car it takes some beating. And at last the base model gets the powerplant it deserves.
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