The modern MINI asks: Is less really more?
On one hand, when introduced in 2002, the new MINI brought premium features and the cachet of BMW parentage to the subcompact class.
On the other, its dynamic on-road capabilities could embarrass sports cars costing twice as much.
Okay, yes, the first few model years' build quality was suspect. The mandatory run-flat tires gave it the ride of a donkey cart and its engine was considered gruff at best. Those up front were treated royally, but a severe lack of rear leg and cargo space meant the MINI stopped being a real car aft of the B-pillars. And with a few options checked off, it was all-too-easy to find yourself staring at a $40,000 bill for a front-drive, 2+2 subcompact hatchback.
Of course, many MINI customers filed their cars' faults under the heading "character." Enough that, even after five years on the market, BMW's British plant still can't sufficiently satisfy demand for the endearing little cars.
For the heavily updated 2007 MINI, BMW wanted to improve the car's fuel efficiency, performance and driving dynamics. And it wanted to make it safer.
Still the same, only (a little different)
Obvious first-generation MINI design characteristics - flat roof, hexagon grille, and large headlights and upright rear lights - have all been retained. As have the low centre of gravity, long wheelbase, wide track and short overhangs.
This year, the base MINI Cooper Classic starts at $22,950 with a new 118 hp 1.6-litre four-cylinder engine. But, the MINI to get to exploit the car's nimble chassis is the Cooper S; $30,600 with a standard six-speed manual. (A six-speed manumatic is a $1,390 option.)
Inside, as part of the overall refinement plan, the controls feel much more robust. Visually, the new console literally takes centre stage. Its quirky toggle switches remain, but the HVA/C controls now mimic the flying-wing MINI logo.
On one hand, when introduced in 2002, the new MINI brought premium features and the cachet of BMW parentage to the subcompact class.
On the other, its dynamic on-road capabilities could embarrass sports cars costing twice as much.
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| The quality of the modern era MINI has improved a lot over the years. |
Okay, yes, the first few model years' build quality was suspect. The mandatory run-flat tires gave it the ride of a donkey cart and its engine was considered gruff at best. Those up front were treated royally, but a severe lack of rear leg and cargo space meant the MINI stopped being a real car aft of the B-pillars. And with a few options checked off, it was all-too-easy to find yourself staring at a $40,000 bill for a front-drive, 2+2 subcompact hatchback.
Of course, many MINI customers filed their cars' faults under the heading "character." Enough that, even after five years on the market, BMW's British plant still can't sufficiently satisfy demand for the endearing little cars.
For the heavily updated 2007 MINI, BMW wanted to improve the car's fuel efficiency, performance and driving dynamics. And it wanted to make it safer.
Still the same, only (a little different)
Obvious first-generation MINI design characteristics - flat roof, hexagon grille, and large headlights and upright rear lights - have all been retained. As have the low centre of gravity, long wheelbase, wide track and short overhangs.
This year, the base MINI Cooper Classic starts at $22,950 with a new 118 hp 1.6-litre four-cylinder engine. But, the MINI to get to exploit the car's nimble chassis is the Cooper S; $30,600 with a standard six-speed manual. (A six-speed manumatic is a $1,390 option.)
Inside, as part of the overall refinement plan, the controls feel much more robust. Visually, the new console literally takes centre stage. Its quirky toggle switches remain, but the HVA/C controls now mimic the flying-wing MINI logo.
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| The interior of the Cooper is all about styling. |