MINI Judgement Day

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The MINI has gone through more in its three-year testing period than most models do in a lifetime. There will be no honeymoon period for the most anticipated small car for decades. Oh no! We'll be putting it through its toughest trial to date – two months before anyone else in the world gets to own one.

While many questions surround the new car, one thing is for sure. No matter how successful the MINI proves, its lifespan will be significantly shorter than that of its legendary predecessor. BMW may claim to have strong emotional ties with the MINI, but bosses certainly won't let the newcomer survive on its heritage as the old version has for the last 20 years of its life.

Indeed, the MINI is unlikely to see its sixth birthday in this form – let alone its 40th. BMW wants it be at the forefront of small-car technology and, if that involves changing the recipe every few years, so be it. Whether or not you approve of the MINI moving its roots to Munich, you can't accuse BMW of doing half a job. Although the layout is fairly traditional, the MINI pushes the concept of small-car design to new heights. Just as the original did 42 years ago.

And, as with its predecessor, the MINI is deceptive. When seen in isolation or in photographs, it gives the impression of being much bigger than it actually is. With its low roof and wide stance, it appears Ford Focus-sized. But the dimensions reveal that the MINI is surprisingly compact – fractionally longer than a VW Lupo and a bumper length shorter than Ford's Ka.

Penned by Frank Stephenson, it is a seriously neat piece of automotive architecture that combines classic cues – such as a chrome grille and flat roof – with modern influences like frameless windows and an all-in-one 'clamshell' front end. The extended wheelarches appear to be bolted on – as with the old Cooper – but in reality are part of the bodywork. Equally deceptive are the painted pillars which act like a giant pair of wraparound sunglasses. They accentuate the MINI's width and length to brilliant effect.

However, the MINI isn't all about tricks of the eye, as the design's construction and execution are equally clever. Take the bonnet assembly, which incorporates half the grille, both headlamps and the front wings. To secure such a huge moulding without the lights vibrating at speed or the panels rubbing required some serious engineering. The fact that even the bumpiest of roads can be tackled without vibration is testament to the thoroughness of the MINI's development.

Thorough is also a fitting description of the interior, which is as unique today as the original car's was back in 1959. Everything from the gearknob to the large cyclops speedometer has been designed from scratch. You won't find any hand-me-down switchgear, either, further reinforcing the built-to-order feel. And while some elements don't quite hit the mark – such as the air vents' poor positioning behind the steering wheel – look at, say, a Vauxhall Corsa's dash and you'll soon forgive the odd ergonomic oversight. Put simply, for £10,300 or £11,600, you'll be hard-pushed to find much more style than this.

If you're moving from old to new MINI, the driving position will be a revelation. The superb seats are supportive and deeply sculpted, and height control gives the pilot's chair a good range of adjustment. Extra-long runners mean both seats can be slid back to touch the rear cushion, liberating more legroom than the tallest drivers will require. Indeed, the only fly in the ointment is the lack of steering reach adjustment. That said, the position is well judged and few will find cause for complaint.

Rear passengers also get a good deal, thanks to front seats that snap and slide out of the way to allow access, deep cushion sculpting and plenty of headroom. Both models are fitted with a 50/50 split/fold back seat as standard, which goes some way to improving the carrying capacity. At only 150 litres, the MINI's boot is one of the smallest in the supermini sector.

Performance from the all-new 1.6-litre engine is as lively as its 115bhp would suggest. Built in Brazil as part of an engineering tie-in with Chrysler, the all-alloy unit is light and perfectly suited to the job. Acceleration is brisk rather than shattering, with 60mph arriving in nine seconds, but the motor has character and relishes hard work. Peak torque is 140Nm at 3,000rpm, which means the engine produces its best with the needle halfway round the tacho. Even better, this unit can deliver high-rev thrills without giving you a headache. It is turbine smooth at any speed, refined, quiet and impressively punchy.

Completing the drivetrain is a gearbox that lets you extract every last drop of power from the motor. With sensible ratios and a shift action that is solid yet wonderfully accurate, it makes swapping cogs hugely rewarding and a twisting section of road feel like the final stage of the Monte Carlo Rally.

But the aspect of the MINI that will come under the closest scrutiny is the chassis. The original car was the first small model that was genuinely fun to drive, which means the new car has a lot to live up to. In its efforts to regain the class standards for ride and handling, BMW has made the MINI's body nearly three times as stiff as comparable models. And, as any racing car designer will tell you, a rigid shell is the key to a great chassis.

As a result, the steering has an amazing go-kart feel, with no play at dead-ahead and a lightning quick turn-in. With only 2.5 spins lock-to-lock, the MINI is a seriously sporty and agile performer. Thankfully, BMW resisted the temptation to fit electric power-steering, opting instead for an electro-hydraulic system that gives terrific feedback without robbing the engine of vital muscle. Allied to this are springs and dampers that strike a near-perfect balance between sportiness and comfort.

Although the ride is firm, it never gets uncomfortably harsh and tackles big potholes with remarkable ease. Key to the whole package is the use of BMW's famous Z rear axle. Widely regarded as one of the best in the business, its geometry is designed so that the wheels always adjust to the best possible angle in relation to the road, ensuring maximum grip at all times.

Three suspension set-ups will be available at the model's launch; standard, Sport and Sport Plus. The MINI One gets the base package, while the Sport is fitted to all Coopers – including the car pictured here. Sport Plus – a Cooper option – adds thicker anti-roll bars, firmer dampers and larger, 16-inch alloy wheels.

But where the MINI really excels is on the open road. Its ability to change direction is virtually unrivalled in the sports hatch market. Body control is superb and, while it is possible to break grip if you lift off the throttle mid-bend, the car remains composed however hard you press.

Underwriting the dynamic package are equally impressive, ABS-equipped disc brakes, which are powerful and brimming with feedback. The spot-on springing prevents the front end diving, letting you brake harder and later than you'd expect.

Unlike the original car, which relegated even a heater to the options list, the MINI comes extremely well appointed, with ABS and twin and side airbags appearing on both models. Other luxuries fitted across the range include remote central locking, a six-speaker RDS stereo and electric windows.

A range of options are available separately or arranged in trim packs called Salt, Pepper and Chili. Salt is only available on the MINI One, and adds a rev counter and other cabin goodies. Pepper and Chili for the Cooper add even more creature comforts, such as xenon lights and a CD player. So will the MINI capture the public's heart as the first one did four decades ago? Replacing a legend is near impossible – and BMW must tread carefully in its efforts to sell the new car to owners of the original.

However, the German giant has produced a brilliant small car that is terrific fun to drive and packed with features to make the ownership experience a real treat. Add in a knockdown price that has already taken the industry by surprise, and we may be staring at the world's ultimate small driving machine.

Auto Express verdict
The wait may have been agonising but it was certainly worthwhile. The MINI is a brilliant small hatchback and a more than fitting tribute to the model that inspired it. Strength in depth is key to its appeal. The chassis is beautifully judged – few cars will be able to match its agility and poise – while the build quality is pure BMW.

Next to it everything else feels cheap. It won't be for everyone – it isn't aiming for Fiesta and Corsa sales figures – but that doesn't mean you have to compromise. It seats four in relative comfort and can perform all the usual supermini tasks with ease. It may not shake the world in the way its predecessor did 42 years ago, but one thing is for sure: the standards in its market are about to be rewritten. The MINI is back.

This article is copyrighted and courtesy of AutoExpress

Mike Askew
Article Date: May 24, 2001
Car Accociations: NEW_MINI
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