After months of anticipation from automotive enthusiasts, and amidst one of the most unconventional advertising blitzes in automotive history, the Mini Cooper has officially landed stateside. All the standard-issue "hot new car" factors are in place, from year-long waiting lists at the 50-odd dealerships (none of which are in the state of Texas, by the way) to eBay-profiteering by those fortunate (or would that be "unscrupulous"?) enough to score one of the first available models and quickly "flip it."
For the purposes of creating a new car buzz while also keeping each state's Department of Motor Vehicles busy processing new titles, this situation is ideal. But for those who want to take advantage the Mini's numerous options (and subsequent personalization potential), having to either take whatever the local dealer has in stock or go to the end of a 10-month waiting list isn't particularly appealing.
For example, during the first four weeks after the car's introduction in late March, there were essentially no continuously variable transmission-equipped models available. Not a big deal for enthusiasts who would rather watch a post-Fonzie-jumps-the-shark Happy Days marathon than be caught dead in an automatic-equipped anything. But buyers who wanted a Mini for urban-area commuting (a task for which it is perfectly suited) were out of luck, regardless of their position on the dealer waiting list.
Fortunately for us (and you, if you're interested in learning about the automatic version), we got ahold of one of the first CVT models to reach our local Mini dealer. In addition to the CVT, this model had the $1,250 Premium Package (multifunction leather steering wheel, dual-pane sunroof, automatic climate control and on-board computer), the $1,250 Sport Package (dynamic stability control, sport seats, front fog lamps, rear spoiler, 16-inch wheels and performance oriented run-flat tires) and the $300 Cold-Weather Package (heated washer jets, heated mirrors and heated front seats). It also came with the Chrome Line Exterior bumper inserts ($120), Park Distance Control ($300), xenon headlights ($500) and a navigation system ($1,600). In fact, as far as we can tell, the only options this particular Mini didn't have were the leather seats (another $1,250 option) and the Sport Suspension Plus setup ($500) that further stiffens the car's already stiff ride.
Needless to say, the "economy" aspects of this particular Cooper were basically out the window with a sticker price of almost $23,500. But an argument could be made that a $23,000 car with a navigation system, xenon lights, heated seats, automatic climate control, a continuously variable transmission and a sunroof isn't a bad deal. And that's before you get into the standard Mini Cooper features like Cornering Brake Control, a flat-tire monitor, an air-conditioned glovebox and head airbags for front- and rear-seat passengers.
Seat time in this Mini yielded few surprises to anyone familiar with BMW products. The high-quality switchgear, the CD-based navigation system and even the odometer display are identical to what you'll find in today's 3 Series lineup. However, compared to our BMW 328i long-term car, the Mini's navigation system is far more intuitive with just a simple knob/pushbutton control (iDrive for the underprivileged?). The screen also updates more quickly than in previous BMW products we've driven, but let's face it, the Germans need to step into the 21st Century with DVD-based navigation systems that don't require swapping discs between Los Angeles and Phoenix. Also, be forewarned that while we like having the speedometer mounted directly in front of us on the steering column (this is where it goes if you get the nav system), the temperature gauge that resides in the large center-mounted speedo becomes an idiot light in the smaller steering-column version.
Perhaps the most interesting bit of technology to be offered in the Mini is the continuously variable transmission. Short of pure green machines like the Honda Insight or Toyota Prius (or the thankfully forgotten Subaru Justy), CVTs have rarely been offered to the American car buyer. But the 2002 Audi A4 and A6 now offer one, and the Saturn Vue is supposed to have one...eventually. We see these transmissions becoming more prevalent in the near future due to their improved fuel mileage and performance benefits, but as our drive time in the Mini suggested, this technology may take some getting used to.
For starters, there is an undeniable "slushiness" that would have traditional automatic drivers running to double-A—MCO. Hit the gas from a dead stop and the engine revs to around 2,000 rpm with minimal forward motion, then the front wheels gradually engage as the revs continue to rise and the Mini's engine feels fully connected to the front wheels. The process is subtle under relaxed driving conditions, but ask for a quick burst of speed from a dead stop and you're not going to get it. This was true regardless of whether the transmission was in fully automatic mode, sport auto mode or manual mode. This same slushiness afflicted the transmission under full-throttle upshifts where the engine hits redline, drops in rpm slightly, then revs up again in a very uninspiring manner. Our testing revealed a relaxed 11-second 0-to-60 acceleration time while the quarter-mile took over 18 seconds to complete.
The upside is that after those belabored first 10 feet and 10 mph, engine power and forward momentum build rapidly before reaching the 6,000-rpm shift points. We found that leaving the transmission in its sport mode had a dramatic effect on low-speed performance by holding shifts longer and keeping the engine in the meat of its powerband (between 3,000 and 5,000 rpm), even when lifting off the throttle. This means that, once you're moving in sport mode, you can stab the throttle at any speed between 15 and 50 to get responsive forward thrust. But as we said, off-the-line acceleration in a CVT-equipped Mini (and, frankly, this goes for the manual-shift Cooper and even the Cooper S versions) will never satisfy serious performance fanatics. You want tire-smoking power for roughly $20,000? Buy a leftover 2002 Camaro Z28.
If you must shift for yourself, even when driving an automatic, the CVT offers six forward "gears" (obviously, a CVT has no actual gears, but manual mode will shift between six specific established ratios, with a corresponding number representing each one in the tachometer's display window). We don't like the fact that manual and sport mode require pushing the shifter toward the passenger seat (though that wouldn't be the case in a British-sold Mini), and we feel that downshifting by pushing forward, and upshifting by pulling back, is counter-intuitive. Most automatics have 1st gear at the "bottom" of their shift positions, with second, third and the rest happening when you move the shifter "up." In the end, it took only a few days to acclimate to the Mini's manual shift mode, and it all made little difference once we realized how effectively the fully automatic sport mode performed.
Other options we found likable included the heavily bolstered and heated sport seats that held us in place and proved more toasty than our Southern Californian buns would likely ever need. The multifunction steering wheel has the standard cruise control buttons facing the driver (though not illuminated) and highly convenient audio system controls on the back of the spokes, similar to what you'd find in an upscale Grand Cherokee. The climate control proved quite effective at keeping the Mini's cabin cool, even with the dual-pane sunroof that encompasses a full 80 percent of the roof area (and which Mini tells us does not compromise structural integrity in the least). The sunroof has one-touch opening and closing operation, and includes highly porous retractable "shades" that are supposed to reduce UV exposure over and above the dark-tinted roof glass. The shades seemed to work as advertised, but we wonder if a more conventional (and expensive) solid fabric design would be better suited to those mid-July runs between Los Angeles and Las Vegas.
The front foglights that are included with the Sport Package (or available independently — like almost every Mini option) throw about as much light as we've seen from 2-inch-diameter lenses, and when combined with the optional xenon headlights, the Mini creates a wall of illumination that even Ra would be proud of.
We're not sure about putting park distance control on the smallest car sold in America. Most owners should have no problem squeezing the Mini into their garage or the odd street parking space. However, when you consider the repair cost of even a single low-speed impact on today's bumpers, the $300 investment could theoretically pay for itself several times over.
A quick word about our test car's color scheme is in order. When you choose the "Kaleido Tartan" red cloth interior, the Mini comes not only with red seat inserts, but with red door and cargo area panels, as well. When combined with the Chili Red exterior paint and white roof, wheels and mirrors, the car rather screams from a visual standpoint, even in West Los Angeles where every other motorist is trying to "out-scream" the next via their chosen conveyance. While some on staff like the "red-red-red" nature our test vehicle, others felt it was "a bit much." The point here is the same one made earlier: Minis are about personalization. They're about creating the car that you want, not accepting the car a dealer happens to have. This, of course, assumes you're willing to wait the requisite 7 to 12 months...
After driving a loaded Mini for more than a week, we came to two conclusions. First, those seeking ultimate pocket-rocket bang-for-the-buck would do well to visit their Ford SVT dealer and get on the list for an SVT Focus. Second, the vast array of available high-end luxury features, along with a giant-killer racing pedigree and a motoring heritage that predates Ford's Mustang, is currently unavailable to the American car buyer in anything other than a well-equipped Mini Cooper.
For the purposes of creating a new car buzz while also keeping each state's Department of Motor Vehicles busy processing new titles, this situation is ideal. But for those who want to take advantage the Mini's numerous options (and subsequent personalization potential), having to either take whatever the local dealer has in stock or go to the end of a 10-month waiting list isn't particularly appealing.
For example, during the first four weeks after the car's introduction in late March, there were essentially no continuously variable transmission-equipped models available. Not a big deal for enthusiasts who would rather watch a post-Fonzie-jumps-the-shark Happy Days marathon than be caught dead in an automatic-equipped anything. But buyers who wanted a Mini for urban-area commuting (a task for which it is perfectly suited) were out of luck, regardless of their position on the dealer waiting list.
Fortunately for us (and you, if you're interested in learning about the automatic version), we got ahold of one of the first CVT models to reach our local Mini dealer. In addition to the CVT, this model had the $1,250 Premium Package (multifunction leather steering wheel, dual-pane sunroof, automatic climate control and on-board computer), the $1,250 Sport Package (dynamic stability control, sport seats, front fog lamps, rear spoiler, 16-inch wheels and performance oriented run-flat tires) and the $300 Cold-Weather Package (heated washer jets, heated mirrors and heated front seats). It also came with the Chrome Line Exterior bumper inserts ($120), Park Distance Control ($300), xenon headlights ($500) and a navigation system ($1,600). In fact, as far as we can tell, the only options this particular Mini didn't have were the leather seats (another $1,250 option) and the Sport Suspension Plus setup ($500) that further stiffens the car's already stiff ride.
Needless to say, the "economy" aspects of this particular Cooper were basically out the window with a sticker price of almost $23,500. But an argument could be made that a $23,000 car with a navigation system, xenon lights, heated seats, automatic climate control, a continuously variable transmission and a sunroof isn't a bad deal. And that's before you get into the standard Mini Cooper features like Cornering Brake Control, a flat-tire monitor, an air-conditioned glovebox and head airbags for front- and rear-seat passengers.
Seat time in this Mini yielded few surprises to anyone familiar with BMW products. The high-quality switchgear, the CD-based navigation system and even the odometer display are identical to what you'll find in today's 3 Series lineup. However, compared to our BMW 328i long-term car, the Mini's navigation system is far more intuitive with just a simple knob/pushbutton control (iDrive for the underprivileged?). The screen also updates more quickly than in previous BMW products we've driven, but let's face it, the Germans need to step into the 21st Century with DVD-based navigation systems that don't require swapping discs between Los Angeles and Phoenix. Also, be forewarned that while we like having the speedometer mounted directly in front of us on the steering column (this is where it goes if you get the nav system), the temperature gauge that resides in the large center-mounted speedo becomes an idiot light in the smaller steering-column version.
Perhaps the most interesting bit of technology to be offered in the Mini is the continuously variable transmission. Short of pure green machines like the Honda Insight or Toyota Prius (or the thankfully forgotten Subaru Justy), CVTs have rarely been offered to the American car buyer. But the 2002 Audi A4 and A6 now offer one, and the Saturn Vue is supposed to have one...eventually. We see these transmissions becoming more prevalent in the near future due to their improved fuel mileage and performance benefits, but as our drive time in the Mini suggested, this technology may take some getting used to.
For starters, there is an undeniable "slushiness" that would have traditional automatic drivers running to double-A—MCO. Hit the gas from a dead stop and the engine revs to around 2,000 rpm with minimal forward motion, then the front wheels gradually engage as the revs continue to rise and the Mini's engine feels fully connected to the front wheels. The process is subtle under relaxed driving conditions, but ask for a quick burst of speed from a dead stop and you're not going to get it. This was true regardless of whether the transmission was in fully automatic mode, sport auto mode or manual mode. This same slushiness afflicted the transmission under full-throttle upshifts where the engine hits redline, drops in rpm slightly, then revs up again in a very uninspiring manner. Our testing revealed a relaxed 11-second 0-to-60 acceleration time while the quarter-mile took over 18 seconds to complete.
The upside is that after those belabored first 10 feet and 10 mph, engine power and forward momentum build rapidly before reaching the 6,000-rpm shift points. We found that leaving the transmission in its sport mode had a dramatic effect on low-speed performance by holding shifts longer and keeping the engine in the meat of its powerband (between 3,000 and 5,000 rpm), even when lifting off the throttle. This means that, once you're moving in sport mode, you can stab the throttle at any speed between 15 and 50 to get responsive forward thrust. But as we said, off-the-line acceleration in a CVT-equipped Mini (and, frankly, this goes for the manual-shift Cooper and even the Cooper S versions) will never satisfy serious performance fanatics. You want tire-smoking power for roughly $20,000? Buy a leftover 2002 Camaro Z28.
If you must shift for yourself, even when driving an automatic, the CVT offers six forward "gears" (obviously, a CVT has no actual gears, but manual mode will shift between six specific established ratios, with a corresponding number representing each one in the tachometer's display window). We don't like the fact that manual and sport mode require pushing the shifter toward the passenger seat (though that wouldn't be the case in a British-sold Mini), and we feel that downshifting by pushing forward, and upshifting by pulling back, is counter-intuitive. Most automatics have 1st gear at the "bottom" of their shift positions, with second, third and the rest happening when you move the shifter "up." In the end, it took only a few days to acclimate to the Mini's manual shift mode, and it all made little difference once we realized how effectively the fully automatic sport mode performed.
Other options we found likable included the heavily bolstered and heated sport seats that held us in place and proved more toasty than our Southern Californian buns would likely ever need. The multifunction steering wheel has the standard cruise control buttons facing the driver (though not illuminated) and highly convenient audio system controls on the back of the spokes, similar to what you'd find in an upscale Grand Cherokee. The climate control proved quite effective at keeping the Mini's cabin cool, even with the dual-pane sunroof that encompasses a full 80 percent of the roof area (and which Mini tells us does not compromise structural integrity in the least). The sunroof has one-touch opening and closing operation, and includes highly porous retractable "shades" that are supposed to reduce UV exposure over and above the dark-tinted roof glass. The shades seemed to work as advertised, but we wonder if a more conventional (and expensive) solid fabric design would be better suited to those mid-July runs between Los Angeles and Las Vegas.
The front foglights that are included with the Sport Package (or available independently — like almost every Mini option) throw about as much light as we've seen from 2-inch-diameter lenses, and when combined with the optional xenon headlights, the Mini creates a wall of illumination that even Ra would be proud of.
We're not sure about putting park distance control on the smallest car sold in America. Most owners should have no problem squeezing the Mini into their garage or the odd street parking space. However, when you consider the repair cost of even a single low-speed impact on today's bumpers, the $300 investment could theoretically pay for itself several times over.
A quick word about our test car's color scheme is in order. When you choose the "Kaleido Tartan" red cloth interior, the Mini comes not only with red seat inserts, but with red door and cargo area panels, as well. When combined with the Chili Red exterior paint and white roof, wheels and mirrors, the car rather screams from a visual standpoint, even in West Los Angeles where every other motorist is trying to "out-scream" the next via their chosen conveyance. While some on staff like the "red-red-red" nature our test vehicle, others felt it was "a bit much." The point here is the same one made earlier: Minis are about personalization. They're about creating the car that you want, not accepting the car a dealer happens to have. This, of course, assumes you're willing to wait the requisite 7 to 12 months...
After driving a loaded Mini for more than a week, we came to two conclusions. First, those seeking ultimate pocket-rocket bang-for-the-buck would do well to visit their Ford SVT dealer and get on the list for an SVT Focus. Second, the vast array of available high-end luxury features, along with a giant-killer racing pedigree and a motoring heritage that predates Ford's Mustang, is currently unavailable to the American car buyer in anything other than a well-equipped Mini Cooper.
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