Mini Cooper S 2007 Review

Road Test

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 3.5/5.0
Price, Packaging and Practicality: 3.0/5.0
Safety: 4.0/5.0
Behind the wheel: 4.0/5.0
X-factor: 4.0/5.0
It becomes a problem when manufacturers mix up retro and modern cues, then miss the bigger picture. Despite the test car's extra war paint and hand grenade drivetrain, it felt like the cheapie entry level. Its $50,000 plus driveaway price tag caused most people who saw it to draw a deep breath.

Those who can remember would know it was the base Mini that had the painted mesh grille, plain bumpers and no chrome while the original Cooper S came with the chrome slatted grille, chrome bumper extensions, chrome-lined body colour wheelarch extensions and fancy chrome wheeltrims.

For the new Cooper S, Mini replaces the latest Cooper's chrome front grilles with black mesh then adds an ugly black mesh rear grille filled with corner lights that doesn't look like it belongs in such a simple, balanced style.

Where the previous Mini 2 was a skilful blend of the old and new, the latest Cooper S with its excess of modern black grille mesh, cheap black plastic wheel arch extensions and generic alloy wheel options moves a big step closer to looking like any other hatch. The black plastic detailing is not that much different to a base Holden Barina or Ford Ka of a generation ago.

It ultimately forces a buyer to spend up big to finish it off when a $40,000 Cooper S should already be the duck's guts. As it is, buyers are giving up boot space and a practical back seat to enjoy the Mini's classic shape against some tough opposition, which now includes the new Honda Civic Type R and VW Golf GTi at similar starting prices.

When the options on the test car accounted for 20 per cent of its value, this is as much a test of the options as the core vehicle.

After growing up in an era where you dropped an old Mini onto its bump stops to improve its cornering, I initially found little to admire about the test car's optional sports suspension and 17-inch runflats when they compromise secondary road handling and generate a hard ride.

The optional Crown spoke alloys are obviously meant to recall classic early Minilites but lose something when their spokes are too long and there is not enough rubber to frame them.

The standard Cooper S 16-inch wheels and tyres and suspension are a better choice for everyday driving except none of the 16-inch (or 17-inch) "doof doof" wheel options look right against the Mini's classic lines.

At least BMW gives you the choice on interiors. The optional brushed alloy accents generated a cold, abrasive feel and the plain leather seats are bleak. For my $50,000, a Cooper S would feature the optional English oak highlights in combination with a matching woodrim sports wheel, Chrome Line interior and the magnificent pleated-sports seats in red, an unrivalled combination in this class.

It says something about the Cooper S that its core integrity can survive the sort of contrived frivolity the latest model has heaped upon the marque. The overall body shape is clever, especially the slim 1960s style windscreen pillars at each side and curved windscreen.

This is so much better for vision compared to today's flat screens and long, fat pillars. It makes you want to drive the Cooper S when you can place it so accurately. Short overhangs leave nothing to catch in dips despite the Mini's proximity to the road.

The flush glass and lights say new without diluting the Mini tradition while the optional Xenon headlights are outstanding. As for the tacho that moves with the tilt-adjustable steering column -- it's what original Mini drivers did yet it's modern at the same time. The 1960s-style eyeball vents are as effective as ever. Surrounding the rocker switches with protective hoops is genius.

The big centre speedo and its minimal calibrations work because there is enough space between the numbers to see where the needle is pointing. Without the optional chrome trim, it looks toy land.

The fuel gauge is also clever but only in daylight as its calibrations disappear at night. Worse, there is no temperature gauge. The wheel-style heating and ventilation controls are effective as is the extra driver's side sun visor mounted above the front door where the grab handle normally lives.

The glovebox is of reasonable size and the cup holders are handy. From there, cabin storage is scarce but then Mini will sell you a centre armrest and compartment at extra cost.

The turning indicator wand is the latest moronic BMW item so you soon find yourself switching it in both directions trying to find the central off position. It doesn't belong in a Mini where quick lane changes need quick, decisive indicator usage.

The Mini key tag is like a fat tadpole that you dock in a pond before pushing the separate starter button. Better to order the Comfort Access option so it never has to leave your pocket.

Despite the absence of a spare and jack, the boot is too small which defeats the whole idea of the run-flats somewhat and the back seat is unusable for adults with reasonably-sized front occupants and the optional sunroof.

Come to terms with this and the Mini is all fun from this point.

The new Cooper S engine reflects current BMW practice and is built in the UK. It exploits the same direct injection technology as the BMW 335i except it has a single turbocharger with twin-scroll tracts. Peugeot has access to the same engine in different tune but it is built in France.

With 128kW at 5500 rpm and 240Nm at 1600rpm, and a wicked 260Nm between 1600 and 5000rpm when the overboost kicks in, the Cooper S is quick both off the mark and tackling hard and fast mountain passes.

It is a hoot when its six-speed gearbox allows this substantial grunt to be accessed at any time or place when turbo lag is minimal.

It is particularly good in urban situations where by the time you have thought about filling a gap in the traffic, the Cooper S has already done it. The drive to and from work everyday is something to look forward to.

Fuel economy on test ranged from a best of 7.0lt/100km to a worst of 9.5 but it was never driven for economy because it was too much fun. The secret to the agility, willingness to change direction and ease of driving is the minimal 1130kg kerb weight.

Handling in tight situations, providing you anticipate the bump steer of the optional sports suspension and the torque steer as the turbo comes on boost, was uncannily accurate and neutral.

For an inexperienced driver, the test car's optional DSC would be essential when both traits can make life interesting in the wet.

Yet this is the key to the Cooper S. In the important areas, it remains one of the most intimate and involving driver experiences with only minimal compromises for everyday usage.

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