First Glance: Subtle changes, but yes, it's all new
Larger photos: Front - rearThough the MINI Cooper is all new for 2007, you'd be hard pressed to tell at a glance. A new grille, headlights with integrated turn signals, and a bit more chrome denote the new MINI Cooper. The new car is almost 2.5" longer than its predecessor, but thanks to some trick sheetmetal design the proportions hardly differ from the old car.
The really big changes are under the hood. Though engine size is unchanged at 1.6 liters, power output is up for both the base model Cooper (up 3 horsepower to 118) and the hot-rod Cooper S (up 4 hp to 172). It's the Cooper S that sees the biggest changes, the old car's engine-driven supercharger having been swapped for an exhaust-driven turbocharger (link goes to photo). Both devices achieve the same result -- a substantial boost in engine power -- but the feel is vastly different. Supercharged engines develop power progressively, while turbocharged engines tend to produce a sudden surge in power as the engine RPMs climb. Superchargers are better on the track; turbos are more fun on the street. As it happens, the MINI engineers have done a wonderful job taming the turbo -- it is surprisingly progressive, almost as smooth as a supercharger, yet it still delivers that smile-inducing kick. Transmission choices are a six-speed manual and a new six-speed automatic in place of last year's continuously variable transmission.
Interestingly enough, all of these changes apply only to the MINI Cooper hardtop. The MINI convertible remains on the old platform, and will do so for a couple more years.
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In the Driver's Seat: Thumbs up for style, thumbs down for switchgear and stereo
Inside, the changes to the interior are much more noticeable. The giant speedometer in the center of the dash is now bigger and bolder than ever, and the dash is trimmed in metal with a cool checkered-flag pattern. A tachometer sits atop the steering column; it includes a multi-function display that can be configured as a digital speedometer.
The driver's seat is comfortable, but the short windshield restricts vision. Good thing a height-adjustable driver's seat is standard -- at one point I had to lower my seat because the big rear-view mirror was blocking my view around curves.
Air conditioning controls are all new, but the fan and temperature dials are less than intuitive and have the cheap, cheesy feel of a mid-1980s General Motors product. The stereo is completely integrated into the dashboard as well as the car's electronics, so that replacement with an aftermarket unit is impossible. Not that the stereo doesn't sound good, but from what I know of MINI owners, the car could come with world's greatest stereo and these folks would still want to change it. After all, isn't owning a MINI supposed to be about originality? I think this will turn out to be a major sticking point for potential buyers.
On to practical matters: The back seat is tiny, and not even my children (ages 8 and 11) were comfortable back there. But the hatchback offers lots of useable cargo space, and with the seats folded down the Mini has a load bay as big as a decent-sized wagon.
On the Road: It's all good -- until it goes bad
I was always wary of the previous MINI's handling; it was fun, but it also had some nasty surprises for those who dared probe its limits. The same holds true for the new car, though it offers up some new bad habits of its own.The old car's lift-off oversteer (it would fishtail if you suddenly lifted your foot off the accelerator in a fast turn) has been all but exorcised from the new MINI. That makes emergency handling a bit more predictable, but wanna-be racers will miss it. Grip in the corners is excellent -- until it isn't. More than once I found myself sailing through a curve, the MINI clinging to the pavement like a kitten on a drape. But then the curve would tighten a bit, I'd add a little steering input, and instantly my secure and stable MINI had turned into a squealing, sliding MINI. Often I didn't realize I was approaching the MINI's limits of traction until it suddenly let go.
And then there's the biggest fault: Torque steer, the tendency of a powerful front-wheel-drive car to pull to one side under hard acceleration. The Cooper S' turbocharger magnifies this problem; it's not uncommon to feel the wheel tugging oddly in your hands as the engine surges past 3,000 RPM and the turbo really starts to do its thing. The problem is most noticeable when merging on the freeway and negotiating curvy uphill roads, and it ranges from disconcerting to downright dangerous.
One thing I can't complain about is gas mileage. Turbochargers tend to deep-six fuel economy, but despite liberal use of the MINI's scoot, I averaged 29.5 MPG -- outstanding for a car this quick.
Journey's End: I won't drink the Kool-Aid
But driver involvement is a big part of the MINI's mission, which is why I hesitate to recommend it. It's not that I don't like the MINI; I just don't trust it. Between the torque steer and the touchy at-the-limit handling, the Cooper S is a real handful. Unfortunately, it's the only pint-sized car on the US market designed for driver appeal. If you're looking for small-and-speedy, I must reluctantly recommend something bigger: The Mazdaspeed 3 and Honda Civic Si are my favorites, with the VW GTI not far behind.
If you must have a MINI, I'd suggest the base model Cooper; it gets even better gas mileage and should be immune to the torque steer problem. The Suzuki SX4 is a lot of fun (but not nearly as economical) and the Honda Fit is much more practical (but not nearly as much fun), Both are a lot cheaper than the MINI, which can easily top $30K with options.
I'm sure many reviewers will declare the MINI the best thing since pneumatic tires, but not me. Yes, the MINI is fun -- but it packs some nasty surprises, and the quality of its interior belies not its German roots but its British construction. The new-new MINI will no doubt garner leagues of fans. I just won't be among them. -- Aaron Gold
