The Brand New Mini Breaks Cover with Real Bang

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But to compare the new Mini with its predecessor is to miss the point. This isn’t so much a rehash of the iconic design by Sir Alec Issigonis — and BMW would have been foolhardy to attempt such a thing — as a brand new interpretation of the original ethos. And it works. Brilliantly. And while it may never achieve the same place in history as the first, this new Mini is certain to be an instant success.

Launched on July 7, the Mini will be available in two versions: the entry-level Mini One and the sportier Cooper, with a tempting 163bhp Cooper S to come. Given the smile on the face of Gert Hildebrand, general manager of design, when asked about other models, expect a cabriolet and possibly an estate version in the not-too distant future.

Your first impression is of just how big the new Mini is — just under 600mm longer and 500mm wider than the original — nudging it into the hatchback class. It still looks stylish, however, with contrasting paintwork and chrome detailing, although these are features of the Cooper, the only vehicle available at this week’s launch and a name synonymous with sporting Minis and not let down by this model.

Our test car was given the Chili package, with chunky five-spoke silver alloys and sports suspension, although there is also a Pepper option package on the Cooper, which comes with 15-inch white pepperpot alloys. Both 16-inch and 17-inch rims are available for both models as an option, while run-flat tyres are standard on these, although a tyre-pressure warning indicator is standard.

There is plenty of chrome trim on this model (the Mini One is an entirely less flashy beast), inserts on the bumpers, the radiator grille and the doorhandles, while the roof and mirrors can be ordered in black or white — a Union Jack option for the roof will be available at a later date, as will black or white bonnet stripes.

But perhaps the most striking aspect of the exterior is the wraparound rear glass, which encases the rear pillars to give one smooth line from door to door. Daylight lovers can also order their Mini with a panoramic sunroof, which comes as a large, fully rectractable section over the front seats and a fixed section over the rear.

Although there was some initial disappointment that both didn’t open, given the noise from the front at anything above 50mph this may be a blessing. This is unfortunate, because although when you turn the ignition key the engine is whisper-quiet, it rises to a suitably apt note at the top end of second and third gear.

Although overtaking on hills provided a fairly stiff challenge for the engine it didn’t prove a problem, while on the motorway the car is stable and doesn’t suffer from the serious buffeting from lorries that affected its predecessor.

One of my abiding memories of the original is travelling up the A1 and being passed (always the passee, never the passer) by an articulated lorry and being pulled, slowly but inexorably, towards its rear axle before being suddenly released, heart pounding, into its wake.

Third gear, especially, has an extraordinary amount of torque and will take you to almost three figures, where such speeds are allowed, but although the engine is lively, the ride isn’t seat-of-the-pants stuff and there will be those who feel it is this loss of the go-karting sensation, rather than any design changes, that will make this an inferior version to the original.

But this isn’t to say it’s not an exciting drive. There are no doubt many Italian drivers still telling disbelieving friends about the car that they passed this week which looked like a Mini but was moving rather smartly around the bends of the Umbrian foothills and sticking like glue to the road. This car defies anyone to take on a series of twisting bends and not come out the other end with a smile on their face.

Steering is firm and precise, as is the Mini’s traction. Turn the wheel into the corner and the car feels calm and secure all the way — no drama, but a fair bit of excitement. Both models are fitted with CBC (cornering brake control), which recognises when the brakes are being applied heavily while cornering and counters any potential oversteer by applying more braking force to the outside front wheel while sending more force to the rear brakes.

So, for the first time, BMW has had to come to terms with producing a front-wheel drive car, although with a weight distribution of 63:37 they seem to have got the balance a little nose heavy.

The gearchange is a perfect match for the engine, being smooth and definite, but both models can be ordered with continuously variable transmission (CVT). This has normal automatic transmission, but also a Sports mode and Steptronic option, for greater involvement in gear selection.

Not that this is a strictly German production, however. The engine is the first fruit of BMW’s development partnership with DaimlerChrysler, and the four-cylinder, 1.6-litre unit delivers 90bhp for the Mini One and 115bhp for the Cooper. More importantly for the purists, the Mini is being built only in Britain, at Rover’s old Cowley plant, in Oxford.

Once inside, the Mini is surprisingly spacious, although not in the boot. The rear seat does split 50:50, however, and both fold down to provide 670 litres of capacity, from a rather meagre 150. Although the front seats are fiddly to adjust — and the handle can catch the fingernails of the unwary — they are both comfortable and supportive and all but the tallest of drivers should find their knees are no longer positioned either side of the wheel. Rear-seat passengers, too, won’t be too cramped, although two children will travel in more comfort than two adults and the ride is noticeably harder in the back.

BMW haven’t scrimped on the interior and it exudes class and again comes in a variety of options. The toggle switches at the base of the console are a nice retro touch, while on the Cooper, the rev counter is placed on the steering column, with the speedo set above the centre console. This comes as an option on the Mini One and takes a little getting used to, as does the steering-wheel.

Perhaps a little over-large, the main problem is the position of the two spokes. Necessarily chunky enough to house not only a horn button for each thumb, but also fingertip control of the stereo, cruise control and the Steptronic automatic transmission system (all available as options), the arms can occasionally get in the way when manouevring.

Trevor Houghton-Berry, general manager of Mini UK, says: “The Mini will be first and foremost resolutely British and it has a special place in British hearts and culture.”

To reflect this, the car is going on sale in the UK two months before anywhere else and 20 per cent of sales will be in the home market. There have already been 2,000 preorders, and with the Mini one being priced at £10,300 and the Cooper at £11,600, there will be some nervous hot-hatch manufacturers.

“It is wrong to launch the Mini as a nostalgia trip,” Houghton-Berry says. “It has to look forward. We are conscious of the original Mini’s heritage, but the new Mini will have to earn this.”

You can be sure that although this new Mini may not ever attain the status of the original, it is worthy enough to take the name. With every single BMW dealer taking up the offer of a Mini franchise, expect to see them everywhere this summer. And rightly so — it’s a joy to drive and with rock-solid residuals, it’s an absolute bargain.

This article is copyrighted and courtesy of The Times.

Catherine Riley
Article Date: May 29, 2001
Car Accociations: NEW_MINI,
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