Mini Mk3

	Mini
	Debut: 2014 Maker: BMW Predecessor: Mini Mk2 (2006)

Published on 8 Feb 2014

To remake an icon would never be easy, especially if that icon is Mini. How to make the new Mini looked as small as the original, to drive as entertaining as its ancestor and to attract eyeballs in equal measures? The answer was a retro design by Frank Stephenson, an engineering done mostly by Rover guys and a production taking place at Oxford, aka the ex-Rover Crowley plant in the Great Britain. Further helped by some clever marketing, it emerged to be an immediate hit in 2001. From there, the Mini expanded from one car to 2 model lines with 7 variants. Sales grew steadily from 100,000 to 300,000 copies a year. Although the second generation Mini was no longer engineered in Britain, its design and packaging largely followed the Mk1, thus no matter visually or dynamically it remained closely tied to the classic. So far the retro strategy has been working very well.

However, for the third generation new Mini, more drastic changes come to play. There have always been issues that BMW wanted but did not dare to sort out, such as the lack of space, the incompatibility with modern crash standards (due to that extremely short front overhang, obviously) and, probably more important these days, the low level of component sharing hence higher costs. The last generation Mini used to share its petrol Prince engines with PSA, but the rest of the car was unique. Because of its smallness, because of its FF layout, it could not share platform with any other BMW vehicles. Now it is time to change. As you might have heard before, BMW is going to turn the next generation 1-Series to front-wheel-drive. This opens up an opportunity to share platform with Mini. On the plus side, customers will get more/better ingredients for the same money. On the downside, the resultant UKL1 platform inevitably needs to be enlarged a bit to suit the BMW model. Consequently, the Mk3 Mini would be more un-Mini.

From these cleverly angled pictures you might not notice the negative effect. If you see it in fresh, you will find the nose is noticeably longer, so long that it has lost some of the super-compact feel of the old car. Tape measures find the new car has grown 122 mm longer, 44 mm wider and 7 mm taller. Half of that extra length goes to the front overhang to improve its crash worthiness. In contrast, the wheelbase gains a relatively modest 28 mm. As a result, the body profile becomes more conventional.

Despite of the longer nose, the Mini Cooper is still easily recognizable because it has kept most features of the old car, such as the round headlights, clamshell bonnet and "floating" roof. The windscreen is set at slightly faster angle but still considerably more upright than other cars. By blackening the middle section of front bumper, the chromed radiator grille appears to be larger, and its hexagonal perimeter looks more stylish. Not so good is the hot Mini Cooper S, whose additional lower intake doesn't gel with the rest of the nose, and turns the car into a bulldog! To me, the lesser Cooper is more tasteful. At the back, the new car has its taillights enlarged and added with more jewel effect. In short, it still looks very much a Mini, though you need some time to get used to the extended nose.

Better news on the inside. The old car used to be a premium hatch without a premium interior. Its cabin design looked funky enough, but the plastics were low rent and ergonomics was flawed. BMW worked harder in the new generation. The dashboard and door panels are now made of high-quality soft plastics like BMW 1 and 3-Series. Fit and finish is better, and the perceived quality is greatly enhanced by the new steering wheel, instruments and head-up display. The funky styling theme is kept, with plenty of circles in the form of vents, instruments, switches and door locks. The center console is again dominated by a big circle, but instead of the previous speedometer (the "Big Ben") it is now the home of an 8.8-inch infotainment screen. Ergonomics is greatly improved by relocating the speedometer to the normal position, i.e. right above the steering column together with the rev counter. Other ergonomics enhancements include bigger air-con controls, relocated window switches (from the console to the doors), larger adjustment range for the steering wheel and the more intuitive control of i-Drive.

The larger doors allow easier access to the cabin. The front seats are supportive and comfortable. There is slightly more head and legroom for both front and back, although the rear is still best reserved to children, or adults for short trips. No problem, as the Mini is not sold as family car anyway. Nor it is a load carrier. Its 211-liter boot might be slightly better than before, but remains comical in the hatchback class.

More interesting to me is the new engines, in particular the 3-cylinder 1.5-liter on the Cooper. This is the first application of the BMW 3-pot engine. It is not necessarily cheaper to build than the outgoing 1.6-liter Prince motor, but it is certainly lighter and significantly more economical to run. You may see it as the N20 with one cylinder chopped off because they are of the same modular family, sharing the same bore spacing and the same cylinder capacity of 500 c.c., which according to BMW is the optimized figure for efficiency. It also shares all the high-tech features of the N20, such as direct fuel injection, Bi-Vanos variable cam phasing, Valvetronic variable valve lift and turbocharging. The turbo is different though, as twin-scroll turbo is not suitable to a 3-cylinder engine (ridiculously, BMW still dubs it as "TwinPower Turbo"). Output is rated at 136 hp, a considerable increase from the 120 hp of the old 1.6-liter normally aspirated unit. However, the real difference lies on torque delivery. Instead of 118 lbft, it now produces 162 lbft (or 170 lbft on short overboost), and this is available from as little as 1250 rpm. This gives the Cooper a really lively performance. It feels far brisker and far more flexible than the old car. 0-60 mph sprint is greatly shortened from 8.6 to 7.4 seconds, and you no longer need to work hard to deliver such performance. Meanwhile, top speed is raised to a remarkable 130 mph, thanks in part to cutting the drag coefficient to 0.28. Fuel consumption is reduced by 17 percent.

Worries about loss of refinement is unfounded. A balance shaft is fitted to make sure the 3-pot runs as smooth as a 4-pot. Adequate engine mount also helps. The three-cylinder exhaust pulses are only evident at low rev. On motorway, the new Cooper is noticeably quieter because it doesn't need to be revved as hard as before. Other improvements in NVH suppression also result in a more relaxing ride.

The new 6-speed manual gearbox is also more refined to use. It should be praised for short throws and a positive shift action. Comparatively, the Aisin 6-speed automatic is less impressive, as it is unresponsive in manual mode.

Reversing the downsize trend, the Cooper S employs a 2.0-liter turbo with 192 hp and 206 lbft (221 lbft on overboost). It is the 4-cylinder version of the 1.5-liter rather than a BMW N20 turned to transverse mounting, though it packs all the same technology. This engine seems to be deliberately detuned and leave room for the upcoming John Cooper Works model. As a result, its performance is barely improved from the old car, with 0-60 mph quoted at 6.5 seconds instead of 6.7. However, its extra flexibility is evident, as is a sweeter top end delivery. That said, I would say the 3-cylinder Cooper is a smarter choice, offering more than adequate performance and refinement for lower costs – and don't forget its nicer looks.

Other models include Mini One (102 hp, 1233 c.c. version of the 3-cylinder turbo) and Mini D (116 hp 1.5 turbo diesel 3-cylinder). They are more decent than the old versions, and no longer need to share engines with other manufacturers.

Despite of the larger body, weight increase is limited to 20-30 kg thanks to the use of more high-strength steel and optimized construction. While suspensions remain to be MacPherson struts up front and Z-axle multi-link at the rear, they are practically new. The front suspension employs aluminum bearings and high-strength steel wishbones to save unsprung weight. The rear axle also employs higher percentage of high-strength steel. Anti-roll bars are now hollow. Electronic-controlled adaptive dampers are available for the first time as option. A rotary control switch alters the suspension, steering, throttle, automatic gearshift etc. The electrical power steering has added torque-steer compensation.

On the road, you will be pleased to find the new Mini has retained the go-kart-like handling of the old car while improved on refinement. The combination of wider tracks and new suspension provides more grip and better poise. You can carry more speed into fast corner without worrying of roll or understeer. The steering is lighter, quicker, more accurate and comes with less kickback. At slow corner, it feels nimble and eager to steer. Push too hard and it will understeer, but lift off throttle abruptly will tighten its line again. The fun factor remains.

Ride quality is firmer than your Fiesta but it is generally improved from the old car, especially at motorway speed. However, on bumpy roads it still lacks adequate absorption, especially on the hotter Cooper S fitted with oversized 17-inch wheels. Even with adaptive dampers installed it is not going to shine in terms of ride comfort. That is the price you pay for its remarkable handling. After all, the original Mini was also known for a harsh ride.

That ride quality problem will be left for the next generation to sort out. For the time being, let us applaud for its vastly improved interior, engines, performance and fuel efficiency. Most important, it still looks and drives like a true Mini, in spite of a bigger nose.

Verdict:

Published on 19 Sep 2014

Mini 5-door

Mini owners are mostly singles or young couples. When they have children, they have to change to a more practical alternative with proper rear seats and luggage space. Previously, Mini tried to capture those demands with the odd Clubman, but not many were convinced by its single rear door. Now BMW has finally built a 5-door version of the Mini.

The 5-door Mini looks quite strange, doesn't it? It sounds like a Mini LWB or Mini Limousine, because its wheelbase has been stretched for 72 mm compared with the 3-door hatchback to make room for the rear doors and more rear legroom. Besides, its rear overhang gets another 89 mm to free up luggage space. The overall length now reaches 4 meters – nearly a meter longer than the original Mini! If you already found the Mk3 Mini taking some time to get used to, the LWB version will take even longer.

Inside, you will find all the extra wheelbase goes straight to rear legroom, which is now suitable for adults up to 6 feet tall (assuming the front occupants are no taller). The prominent transmission tunnel and limited width still rob the possibility of fitting the 5th passenger though. The rear doors are small, so access to the rear seat is not very convenient. Luggage space is improved by 50 liters to 278 liters, but it still trails almost any supermini rivals. On the plus side, the funky interior styling and premium material quality are carried over intact from the 3-door.

The 5-door also has all the powertrains and chassis components unchanged. Its longer wheelbase and 60 kg extra weight have little effect on its acceleration and handling. This means it keeps the quick, grippy and agile characteristics. The ride remains too firm and noisy to family men and women, but hey, this is a Mini! Don't think it was really a Mini Limousine!

Verdict:

Published on 14 May 2015

Mini John Cooper Works

52 years ago, a guy called John Cooper modified Mini into a high-performance small car that won a hat-trick of Monte Carlo rally. Since then the Cooper name became an indispensible part of Mini. This is strengthened further in the new era of BMW ownership. In the model tree of Mini, there is not one but three Cooper models – Cooper, Cooper S and John Cooper Works (JCW), covering a wide performance and price spectrum rarely seen in B-segment cars. The range-topping JCW is expensive – it starts at £23,000 in the UK but, given the vast array of desirable and costly options, you can easily take it north of £30,000, which is the same money of a Golf R or a decent Audi TT. Design aside, is the Mini JCW worth so much?

Judging purely from performance perspective, it might not be. Yes, 153 mph top speed and 0-60 mph sprint under 6 seconds are undeniably fast for its kind, but it is no match with the aforementioned Golf R. The Mini is powered by BMW’s new modular 4-cylinder engine with 500 c.c. each cylinder. It is also used by the lesser Cooper S, but whereas that engine is detuned to 192 horsepower, this one produces 231 horses. Remarkable? Yes for the class which consists of mostly 1.6 turbo rivals, but no for a 2-liter-class engine. Mind you, the same B48 engine on the latest BMW 330i yields 252 hp, while the mad Mercedes A45 AMG trumps it by a massive 130 hp! The 2-liter engine of Audi S1 ties with it on horsepower, but overwhelms it in terms of maximum torque, i.e. 273 versus 236 pound-foot. In fact, from its flat torque curve, which peaks from an incredible 1250 rpm all the way to 4800 rpm, we can see the Mini engine is deliberately restricted, probably to improve drivability or not to overwhelm its front-wheel-drive chassis, which has neither a limited-slip differential nor torque-steer-reducing suspension geometry.

The outcome? Its power delivery is smooth and highly tractable. There is no turbo lag, no surge of power hence no memorable points throughout the rev range. It spins eagerly but ultimately it stops at merely 6500 rpm. The exhaust note is sportier than that of Cooper S but never gets wild. Overall, it’s a civilized powertrain, especially when mated with Aisin 6-speed automatic transmission. Civilized is good to a premium car, but shouldn’t we expect a wilder character from the hottest Mini?

The JCW has adequate brakes to match its straight line performance. Up front is a pair of 330 mm discs and Brembo 4-piston calipers. Coping with just over 1200 kg, they provide strong and fade-free stopping.

The suspension setup is the same as the Sport option of Cooper S. This means it is considerably stiffer. In fact, so stiff that it prefers smooth highways over mountain roads, ridiculously. The optional adaptive dampers is a worthwhile investment, but even with that installed and set to Normal mode the ride quality on B-roads is borderline acceptable, lacking the compliance of Peugeot 208 GTi 30th Anv or Ford Fiesta ST. If you love driving a hot hatch in the twisty like most buyers do, the Mini JCW might not be the most sensible choice.

However, the stiff suspension does bring steady cornering. As always, the Mini has a quick steering rack to enable a sharp turn-in reminiscent of go-kart. This brings a strong sense of sporty appeal. It feels agile and responsive without to the extent of nervous. Unfortunately, the electrical power steering is not too feelsome, despite of adequate weighting.

Ultimately, its chassis is default to understeer near its pretty high cornering limit. Without an LSD (unlike Peugeot or Opel Corsa OPC), the JCW is not going to overcome tight corners as cleanly as hoped. However, its tail is mobile enough. Lift off throttle mid-corner will kick its tail outward a little, just like Ford Fiesta ST. This makes it more interactive thus more fun to drive than Audi S1. It might not have the tremendous traction of Audi, but whenever it gets out of shape, torque vectoring by brakes will eventually correct things.

The Mini JCW is a good hot hatch unquestionably. Its iconic looks and premium packaging are peerless. Its driving dynamics is excellent, too, being fast, agile, sharp and fun to drive. However, as a hot hatch is driver appeal its limited by a stiff ride, which makes it less enjoyable to exploit on B-roads where hot hatches matter, and a high price which elevates it straight into the league of C-segment wonders like Golf R or Megane RS.

Verdict:

Published on 5 Mar 2020

Mini Cooper SE / Electric

Electrification comes at a good value.

In 2008, BMW experimented with the idea of an electric Mini. It was called Mini E. 600 cars were built and leased to test the feasibility of EV. Unfortunately, they found the technology then was far from matured, weighing too much, costing too much and engaging too much space – at the price of rear seat, actually.

12 years on, EV technology has progressed substantially. BMW has also gained a lot of experience from the innovative i3. It is time to take the electric technology to the production Mini. The new car is called Mini Electric at its home market or Mini Cooper SE elsewhere – the latter denotes Sport Electric instead of Special Edition, obviously.

The first to notice is its keen pricing. Starting from £24,400 in the UK or $23,250 in the USA after government grant, the electric Mini represents great value for money. It is significantly cheaper than a Honda E, Peugeot e-208 or Opel Corsa-e. It ties with a top-spec Renault Zoe, which offers none of the Mini’s premium image, build quality, performance or handling. Yes, Mini used to sell cars at premium prices. This is probably the first time it undercuts the mainstream brands.

Inevitably, a smaller battery is the compromise. The 32.6kWh battery it employs is the smallest in class. It is roughly the same capacity as the 94Ah battery offered by the i3, although packaged differently. It forms a T-shape, occupies the space inside the transmission tunnel and under the rear seat (in place of fuel tank). It provides a range of just 235-270km (146-168 miles), but the plus side is that it engages no luggage space, and it keeps the car relatively light. While an e-208 weighs 1455 kg and a Honda E tips the scale at 1520 kg, the Mini is the lightweight champion at 1365 kg. That’s only 145 kg more than a petrol Mini Cooper S with automatic transmission. It goes without saying less weight benefits handling and performance.

Speaking of performance, it is another strength of the car. It takes the 184-horsepower motor straight from the i3s, just install it at the opposite end of the car. Brilliantly, although the electric conversion was never in the original plan of the current generation Mini, engineers managed to put it together with its bracket on the same mounting points, thus the car could be assembled on the same production line at Oxford. The car is good for 0-60 in 6.9 seconds, quicker than everything else bar the i3s and Chevy Bolt (both are more expensive). It is not fast though, as top speed is limited to 93 mph.

Predictably, the battery improves weight distribution from 63:37 to 58:42 and lowers the center of gravity by 30 mm, even though the car’s body is lifted by 18 mm to make room for the battery. As a result, it keeps the trademarked sharp handling of the Mini Cooper mostly intact. Its front wheels bite as hard as before, thanks to resisting to use energy saving tires. It steers with the same directness, although torque steer emerges under hard acceleration out of corner. It corners just as flat, if not flatter. The only noticeable downgrade is ride quality, which gets even more hardcore, since its suspension is stiffened to cope with the added weight.

Cosmetic-wise, the electric Mini differs only slightly from its siblings. Outside, the biggest change is the covered front grille, as its electric machine needs little cooling. Inside, it replaces the analogue instrument with a small screen in order to display power consumption, remaining range etc. It feels a little outdated beside the Honda E, but the quality feel is still obvious, and it makes you concentrate on driving rather than fancy screens.

The big question mark is still driving range. A Mini should be driven on mountain roads to enjoy its great handling. If the range limits its usage in urban area, why not buy something more comfortable and more practical? However, for fans admiring the iconic style of Mini, the electric version is a sensible and affordable alternative to the regular Cooper S.

Verdict:

Published on 8 May 2020

Mini JCW GP

How many hot hatches can top 165 mph?

This is the third incarnation of Mini John Cooper Works GP, which stands for Grand Prix. John Cooper was a maker of F1 cars, and his cars won 16 Grand Prix from the late 1950s to early 1960s. However, to link the Mini to Grand Prix is a bit comical. Shouldn’t it have been Monte Carlo rally? Anyway, name aside, the JCW GP is a superb car. It is not only the fastest ever Mini but also one of the fastest hot hatches in the world. Tell me how many hot hatches can top 165 mph?

Like its predecessors, the new JCW GP is a limited edition. Only 3000 lucky drivers will be able to buy one, and the price is a reasonable £34K, certainly easier to afford than a Renault Megane Trophy-R. For that price, you get not only a lot of performance but also a look to match: there are extended wheelarches made of carbon-fiber reinforced plastics recycled from the residuals of BMW i3. They enable the tracks to be widened by 40mm. There are also extended lip spoiler and a prominent rear wing, which generates sufficient downforce to keep the car planted at 165 mph. Inside, you will find the rear seats are ditched to save weight, and the space is occupied by a cross brace which reinforce the chassis. Up front, there is also a suspension tower brace to stiff up the structure. The suspension is modified extensively, including 10mm lower ride height, stiffer springs, dampers, bushings and metal ball joints for the rear wishbones. Larger 18-inch forged alloy wheels are shod with 225/35 tires, accommodating 360mm brake discs and 4-piston calipers up front, 330mm discs and single-pot calipers at the rear. Apart from rear seats, a lot of sound insulation materials have been removed, keeping the car relatively light at 1255 kg DIN.

Rear seats are ditched to save weight.

The engine still comes from the B48 family that powers the lesser Cooper S and JCW, but this version is almost identical to the one employed by BMW M135i. Key upgrades include a stronger bottom to handle its extra torque and an overhauled cooling system to cope with the extra heat it generates. Double-Vanos and Valvetronic are retained, but the direct injection gets higher pressure and flow, and the twin-scroll turbocharger gets larger to produce higher boost pressure. Compared with the M135i motor, the tighter engine compartment on Mini necessitates a redesigned intake and exhaust system. This makes its power and torque band slightly narrower, but the maximum power and torque are just the same, i.e. 306 horsepower and 332 pound-foot of torque. That’s a huge leap from the 231 hp and 236 lbft of JCW. The car is capable to sprint from 0-60 mph in 5 seconds flat, which is as good as you can get from a front-wheel-drive hot hatch.

The same engine powers also the JCW models of Mini Clubman and Countryman, but while those larger cars employ 4-wheel drive, the GP persists in front-wheel drive. I like that, because a hot hatch should be compact, light and relatively simple. The GP fits all these requirements. Despite the extended wheel arches, this car still spans just 1762 mm across its shoulders. Its length is just under 3.9 meters, and its wheelbase is shorter than 2.5 meters. Make no mistakes, this is a B-segment car, and one of the smallest B-segment cars, too, but Mini manages to pack over 300 horsepower into its compact body, which is magical. It offers even higher performance than the fastest C-segment hot hatches. It is just like returning to 1964, when Cooper packed a 76hp 1275c.c. engine into the Mini. Small car. Big power. Huge fun.

But the downside is, BMW group does not have a transverse manual gearbox capable to cope with so much torque. As a result, the GP has to settle with an 8-speed automatic like the aforementioned 4WD cousins. What? A hardcore hot hatch with a self-shifter? The Aisin unit is pretty good, as we found on M135i. It shifts rapidly on paddles and accurately on its own, but lacking involvement is still a sin to a hot hatch, especially one so hardcore.

Small car. Big power. Huge fun.

At least, the automatic tranny incorporates a limited slip differential to help the GP to place its tremendous power to the road. There is some torque steer when accelerating hard in corner, in which the steering fights with your arms, but this is not unusual for a hot hatch without specially-designed front suspension. The engine shows a little lag below 1500 rpm, but beyond that it is punchy, linear and lively up to 6800 rpm cut-out. The noise is not particularly musical, but there are pops and crackles engineered into the overrun, and the stripped-out cabin allows a lot of noise to keep you entertained, or tired.

The GP is really quick on the road. On Autobahn it feels stable at over 160 mph on straight or just about any high-speed corners, but its strength remains to be its maneuverability in tighter corners. Its stiff suspension keeps the car planted, with very little body roll. The tires offer tremendous grip for such a small car. The Mini’s trademarked quick steering and resistance to understeer make the car incredibly sharp and agile. However, since its cornering limit is so high, it is not prone to oversteer on lift off at slower corners, unlike a Fiesta ST. This is a much more serious performance car than any B-segment hot hatches. You should judge it by the standards of Megane Trophy-R or Civic Type R.

Any weaknesses? Yes, the ride is very hard and busy, blame to the stiff suspension as well as its short wheelbase. It feels happier to live with A-roads rather than B-roads. The torque steer corrupts the steering sometimes, and the steering feel is not great either. The lack of rear seats is another, although hardcore drivers can live without them. The JCW GP is certainly not for everyone’s taste. A Civic Type R is far more usable and comfortable, just as quick and feels more delicate in its controls. The Mini GP is more hardcore. It seems to be less car for more money, but its attraction is exactly its compact package.

Verdict: