MINI Cooper S 2007 Review - International

2007 MINI Cooper and Cooper S

What we liked
>> New turbo engine is willing and able
>> Refinement improved - especially NVH
>> Interior quality improved - centre stack aside

Not so much
>> Oversize central speedo and centre stack busy and look cheap

OVERVIEW
A declaration of fiduciary interest first up. This writer is an unashamed fan of MINIs -- old and new. Having grown up driving the little beggers and more recently campaigning a semi-factory car in a number of tarmac rally events I could legitimately be accused of bias. The fact of the matter is, having spent so much time in a number of the new generation MINIs, I'm arguably better informed and likely a harsher critic of the car than those new to the charismatic hatches.

Get to know somebody or something really well and minor blemishes can become massive chinks. When you're enamoured with a product or project, chances are you'll be predisposed to expecting a lot from its replacement. When CarPoint stepped off the plane in Spain to drive the all-new MINI last month we had a mental list of 'must do betters'.

With the press embargo lifted today, we can now let you know that the new MINI (R56 in BMW/MINI speak) is a much improved offering. Indeed, don't let the looks fool you -- there's barely a part or panel shared across the two generations and underneath there are two new powerplants, revised suspension, new steering and bigger brakes. Inside the interior has had a serious upgrade and refinement overall has been stepped up more than a notch.

To quote one senior project engineer -- this is the MINI BMW wanted to build.

But best of all, this has happened with little of no dilution of the 'character' that defines the runaway sales success. The R56 is very much the handiwork of BMW yet it retains the essential 'MINI-ness' of the car that in 2001 relaunched one of motoring's most iconic names. That fact alone augurs well for the success of the new model.

Ironically, it is the success of the first generation of new MINIs that accelerated its demise. With MINI's Plant Oxford at capacity, the company's German masters deemed it more logical to roll in the new car as part of plans to revamp the line and up production capacity 20 per cent to 240,000 cars per year.

They say it was efficiency (and presumably lower build costs) that prompted the changes ahead of the arrival of new pedestrian impact regs (circa 2008) that had it in for the 'old' car. Issues with the long-term supply of the existing car's Chrysler-sourced engine were not a consideration says the carmaker. Evidence the fact the current cabrio models will continue -- perhaps as far as into 2008 with the existing powerplant.

In fact, when CarPoint visited Oxford last month three families of the cars were being constructed nose to tail on the plant's flexible production line: current Cooper and Cooper S hatches, two variants of convertible and the new generation cars.

FEATURES
It's the new-gen hatch we're interested in right now and it is quite literally all-new. If there's a carry over part on the new car (besides the odd fastener) it's the pressing for the roof and even that's been tweaked. Despite appearances, the rest of the car, and in some instances the way it's built, have been significantly altered.

It's bigger to boot. Though the wheelbase is unaltered, the new generation car is almost 60mm longer -- 38mm of that at the pointy end. The front end's also taller and a little more bluff -- the base of the windscreen is 20mm higher than the current car, for instance.

MINI has been careful to retain the character of the original new-gen car. In fact, it will take an educated eye to spot the differences -- look for an abbreviated bustle at the tail which chief designer Gert Hildebrand says he added to balance the extra length at the front. Overall, it's a more masculine look, though one that, thanks to a tighter 'glasshouse', retains the wedge-shaped side profile of the original he says.

Trainspotters will note the changes to the MINI's 'face' and note that the wipers are now semi-recessed. Previously mounted on the bonnet, the new multi-element headlamps are now fixed to an all-new front-end module. Larger 'framed' cut-outs in the rear-hinged bonnet retain the look of the original.

Details like the aero-profiled C-pillars take an even closer examination to winkle out.

Two versions of the R56 will be offered at its launch which is around March '07 Down Under: the naturally-aspirated Cooper and the turbo- (not super-) charged Cooper S. As previously, the key defining visual elements of the two are the latter's scoop-equipped bonnet and bigger wheels and rubber.

This time around MINI has further differentiated the S with a bigger bonnet bulge, new grille shape and honeycomb inserts above and below the front bumper line. These are reminiscent of the JCW bodykit offered on the current Cooper S.

At the rear there's a bigger rear hatch-top spoiler, twin big-bore centre exhausts (the Cooper has a single asymmetric outlet) and a diffuser style under-bumper valance.

MINI describes the new cooking-model Cooper's visage as "smiling" thanks to the upwards sweep of the under bumper front intake. The Cooper's grille is a simpler three-bar affair.
 

Gone are the large and somewhat tacky looking plastic dash elements, replaced by a waterfall effect three-element dash which MINI says can be optioned to include real wood, real alloy and real leather. Even in standard form there's a 'real' quality feel thanks to generous soft-touch materials and quality graining and surfacing.

A new (and ugly) oversized central speedo takes pride of place. Designed to accommodate sat-nav and other controls on highly-optioned models, in standard form the speedo is a semi-circular affair that's just not our cup of tea.

Ahead of the driver is a steering column mounted tacho which includes a digital speedo and trip computer repeater. It's this we found we were using rather than the central gauge. For the record, the wheel is now reach and tilt adjustable -- it was tilt only previously.

There's more legroom up front thanks to a narrower centre stack that houses the HVAC controls as well as the CD port and other odds and sods. The set-up yields extra room -- but often seems you playing with your passenger's knee when attempting to change gear!

Again it's not our cup of tea (the console, not playing with passengers' knees) but it's well executed and incorporates the trademark toggle switches retained for ancillaries such as power windows and traction control. We noted that a brace of them have been moved to the roof (one toggles through a range of interior lighting colours!) to help reduce the width of the console.

As noted above, general surfacing is of much higher quality than the last generation. Seats too are improved -- at least in the Cooper S we drove at the launch. Both the combination cloth-trim and leather buckets and classy all-leather pews were at least on a par with the optional Recaros we experienced on our long-term Cooper S (for more click here) a couple of years back.

Perhaps the biggest contributor to comfort is the reduction in wind noise and the general solidity of build in the new cars. As prime growth markets for MINI include European countries, the new car had to be quieter and more refined at autobahn and autostrade speeds. It is -- markedly.

And it's not just wind noise... On the test roads and autopista around Barcelona the Cooper S we drove (with both standard and sports suspension) were free of much of the suspension and tyre grumble and rumble the current car exhibits. We'll have to see whether this improvement makes the translation Down Under.

Local Australian spec has not been announced for the new MINI but we expect it to include climate control aircon and quality MP3 compatible sound system. Options are likely to include navigation, all-leather interior with traditional 'piped' seat cushions and the above mentioned dress-up items, etc.

And yes, there's a swag of other chrome and carbon-fibre dress-up and some more practical options coming.

As an aside MINI claims that the level of customisation, range of options and the R56 models' new multiple colour and trim options mean that it is quite literally possible to build your own unique MINI. Indeed, it says there are more than 1.5 x 1015 combinations. To put that in perspective, it equates to more than 2.3 million combinations for every person on earth. Wonder who does the maths?

SAFETY
No trouble with adding up the airbags though -- all MINIs come with six airbags (front and side plus curtains bags X 2) as standard and one of the toughest passenger cell structures in the business. The new car doesn't have a NCAP star rating yet, but MINI will be disappointed if its less than five.

The new-gen MINI is said to be even stronger than the existing model and its repairability has been enhanced thanks to strengthened front members, says the company.

The R56 features a new antilock braking system with added functionality. Larger discs (on both models, see Mechanical below) are supported by an anti-lock system with Brake Assist, Electronic Brake Force Distribution and Cornering Brake Control. The new brake set-up also incorporates a Hill Assist function prevents the car from rolling back when starting on a gradient.

While MINI has restrained itself from referring to them as Safety Tyres (unlike parent company BMW), it does specify runflat rubber across the Cooper range. The R56 uses what the company claims is the fourth generation of these tyres.

Given MINI's urban targeting, the use of runflats is a reasonable choice. Buyers should be aware however that these tyres remain significantly more expensive than conventional tyres (size for size) and are still limited in their choice and availability.

Developed in conjunction with PSA (Peugeot and Citroën), there seems to be some differing opinions on the roles of the respective manufacturers.

Talk to BMW/MINI engineers and the story is that the powerplant is all their own work -- a pocket-sized 3 Series Valvetronic four turned 90 degrees if you will... PSA's roll has been procurement and production, they say.

Yet the same core engine is also used in Peugeot's new 207 which was released in Europe at the same time as the MINI. And at that launch PSA was keen to play up the roll its technical people had played.

Whatever the truth of the matter, it's a thoroughly modern mill that combines higher power and torque outputs with improved fuel efficiency and lower emissions.

The base Cooper gets a Valvetronic-equipped DOHC four-cylinder fuel-injected engine rated at 88kW (former model 85) at 6000rpm. Max torque is 160Nm (150) at 4250rpm (4500).

Mated to a new (and standard equipment) six-speed gearbox, standing start acceleration to 100km/h is unchanged at 9.1sec (manual). MINI says in-gear acceleration is improved. From 80-120km/h in fourth, fifth and sixth it claims intervals of 9.4, 12.1 and 14.3sec respectively. The outgoing five-speed took 10.5 and 13.5sec in its top two gears.

At the same time fuel economy is claimed to have improved from 6.9lt/100km to 5.8 on the combined EU cycle.

The Cooper S's turbocharged engine also features variable valve timing and boasts petrol direct-injection like its distant BMW cousins, the new 335i twin-turbo 3 Series Coupe and V12-powered 760Li.

Power is up to 128kW at 5500rpm (from 125 at 6000) with peak torque of 240Nm available from 1600-5000rpm (the current S quotes 220Nm at 4000rpm). The new engine features an overboost function which can deliver a total of 260Nm between 1700-4500rpm.

Located at the front of the engine (both the Cooper and Cooper S powerplants have been rotated 180-degree with exhaust side now at the front) is a fist-sized KKK twin-scroll turbocharger -- a first for this segment, say BMW. The turbo draws from paired cylinders to build boost from very low engine revs. A so-called 'low blow' unit (maximum boost is just 0.8bar) there is no discernable turbo lag.

According to BMW's own stats, the Cooper S's fuel economy is improved from 8.6 to 6.9lt/100km and its 0-100km/h sprint is claimed to be a scant 0.1sec faster at 7.1sec. Even our admittedly high-speed Spanish driving confirmed that the car is appreciably more frugal than the current Cooper S.

However, in-gear acceleration is considerable improved says MINI. In the 80-120km/h open road increment, the new car (old S in brackets) boasts times of 5.5sec (6.1), 7.0 (7.7) and 8.0 (10.5) for fourth, fifth and sixth gears respectively.

Those looking for something a little more potent will have to wait. At this stage, there's no confirmation of the availability of a turbocharged equivalent of the current MINI Cooper S with John Cooper Works kit. That said with BMW having purchased the aftermarket/tuning house from Mike Cooper its safe to assume there's something in the wings. Off the record, one MINI engineer said the chassis had been optimised for "significantly" more power than the current level. How much? Watch this space...

In addition to the new six-speed Getrag manual transmissions, there's a new auto by Aisin. The latter is a conventional Steptronic-equipped unit complete with steering wheel paddles. According to engineers at the launch MINI has dumped the idea of CVTs as not in keeping with the sporty values of the brand.

Certainly in keeping is the addition of a 'Sport' option on the new Cooper S. This alters automatic transmission shift points and on manual and auto versions, steering characteristics (the new car features electric-mechanical steering rather than the electric-hydraulic of the existing) and throttle response. The system is similar to that offered on cars like the Z4 but was not available to trial at the launch

A redesign of the car's transaxle sees the new car feature equal-length driveshafts which should translate to less torque steer and better handling -- especially in higher output versions (see see).

Brakes have also been upgraded on both models -- the Cooper's ventilated front rotors are now 4mm larger at 280mm while the Cooper S's 294mm front stoppers are 18mm bigger. Rear discs are unchanged (259mm) on both cars. Optional cross-drilled JCW stoppers are also offered.

COMPETITORS
With the launch of the R56 generation Cooper and Cooper S still five or so months away, MINI Australia has not announced pricing -- even indicative numbers. Given the demand for the current car, it's seems unlikely that the manufacturer won't take the opportunity to boost its already solid margins. When you've got more customers than cars, that's the sort of thing you can do.

As a 'lifestyle' purchase the Cooper S is shopped against a range of cars including the Mazda's MX-5 roadster and the various coupe-cabrios offered by Peugeot and Citroen. Cooper hatch rivals in Europe include the Renault Clio, just-released 207 and smaller offerings from Ford and GM but the cars are aimed differently Down Under.

Never a cheap offering and with Aussies more likely to buy the S variant, MINI currently lines up against the likes the VW Golf, Renault Megane and even the Audi A3 and Mercedes-Benz A-Class -- despite the disparity (in some cases) in the size, available space and number of doors.

MINI head office makes the point that the current car enjoys the position as the worlds only "truly premium small car"… Perhaps forgetting it's own 1 Series 'stablemate' in the process. It also claims that around 90 per cent of the 875,000 (approx) MINI buyers to date are new to the BMW fold and that customer loyalty runs at over 50 per cent. Nice work if you can get it!

The refinements of the new car are enough of a temptation to get many existing owners into the new-generation car. It'll also help the Coopers to counter some spirited new opposition from the likes of Volvo's spunky four-place C30 hatch and hotter offerings sure to arrive from Fiat and the other trendy Euros.

ON THE ROAD
Instead of a conventional key, the new MINI uses a disc-shaped key fob that slots into a holder on the lower element of the dash. This incorporates 'Comfort' access that does not require activation of the remote door locks to enter or lock the vehicle. Once in a push of the start/stop button and you're away.

Our international launch test drive only featured Cooper S models: two variants, with and without the optional sports suspension. It's not clear whether Aussie S buyers will get the choice, but if that's the case then no harm, no foul. We were impressed by the better resolved ride handling balance of even the sports suspension equipped Cooper S and given the choice would opt for it.

Indeed, thanks to revised suspension settings and more effective travel front and rear (the dimensions are the same but spring ratios and dampers settings have been rejigged to allow more travel before the 'secondary' spring rates come into play) the new car rides appreciably better than the existing, even on the 15mm lower sport set-up.

Part of the praise needs to go to the fourth generation runflats, say MINI's engineers. They maintain significant strides have been made in the compliance of the tyres. Previously the reinforced sidewalls of runflats made the ride of cars so-equipped 'brittle' at best.

The new electro-mechanical steering is quicker than the outgoing car's set-up with marginally less turns lock to lock but higher gearing. This aids the car's turn-in despite the fact MINI has 'slowed' down the front end geometry of the car. It's got a much weightier and more precise feel than, say, the electro helm of the Z4. Thank goodness. Feedback is not as 'pure' as the current car, however.

Keen drivers will enjoy the sharper turn-in while most owners will notice the better stability under hard braking and on bumpier sections (not that the roads around Barcelona are terrible pockmarked). When pushing on, the new car's probably a touch more understeery than the current crop and arguably doesn't quite have the ultimate grip levels. That said it's still a very engaging drive.

The turbocharged S engine is a pocket dynamo with a solid midrange. You have to keep reminding yourself it's just 1600cc. There's little if any discernable turbo lag and on the highway reasonable overtaking urge is available even quite low in the revrange. In the twisties you're able to slot the close-gated (at time a little too close for our liking) six-speeder into the centre plane and use third and fourth gears for rapid progress.

Once you're back on the autopista 120km/h sixth gear cruise is fuss-free with three grand in hand. Up the pace 20-30km/h and the cabin's still remarkable serene -- a far cry from the last model.

The front seats are an improvement and while the back are still occasional spots for adults re-contoured squabs and cushions (and front seat backs) have yielded an impression of more space if not an actual increase.

If you get the impression that with the new-gen car MINI has grown up, then go to the top of the class. Overall the car is a marked improvement on the outgoing Cooper S -- and as one of our favourites that's saying something.