Mini fanaticism coursed through our offices during the year a Cooper S lived in the Edmunds.com long-term fleet, and some of us have never recovered. I include myself in this group. And just when I thought I couldn't wait another day for my next fix of this BMW-engineered hatchback, a dark blue Cooper S with the dealer-installed John Cooper Works package showed up in the parking garage. It was sure to be a good weekend.
One of our writers got a taste of the Cooper Works treatment some time back, but the rest of the staff were still waiting for a turn in this special Cooper S. For those not versed in all things Mini, the Works package was developed by John Cooper Works, the original Mini tuner whose name became irreversibly tied to the car in the 1960s. Headlining the package is a new Eaton supercharger that generates increased flow pressure and spins at a higher rpm than the stock unit. To manage the added compression and heat, a freer-flowing cylinder head and a reprogrammed Electronic Control Unit (ECU) are fitted. The final piece is a new exhaust system with reduced back pressure, a deeper exhaust note and enlarged rear outlets engraved with the venerable tuner's name.
The result is an even 200 horsepower (compared to the stock 163) and 22 extra pound-feet of torque for a total of 177 delivered across a broader rpm spread. Outside the U.S., a similar package is available for the base Cooper, but lacking a supercharger, it makes less dramatic gains, topping out at 126 hp and 114 lb-ft of torque.
Buyers can opt for the Works at the time of purchase or as a retrofit for a Cooper S already in their garage. In addition to the $4,500 list price for the package, you can expect to pay a sizable labor charge for installation: Southern California's Long Beach Mini quoted us $1,188 for the job. That's a lot of money for a car that starts out around $20,000 — all the more apparent on our test car, which came from the factory with both the Premium and Sport Packages, along with leather upholstery and the Harman Kardon sound system. Can the typical Cooper S buyer really justify the Works upgrades? We gave ourselves the enviable task of finding out.
Pulling up the steep incline to exit the company garage, the extra low-end torque was immediately noticeable. The Cooper S settled easily into first gear, and even the distracted driver would be hard-pressed to inadvertently slip the clutch. If you live in San Francisco, the Works upgrades will spare you a fair amount of frustration and clutch wear.
As we continued on in city traffic, we enjoyed the subtle change in the car's behavior. Although the Works package is ostensibly geared toward enthusiasts, the average driver will appreciate the enhanced engine's more tractable personality. The car is quicker off the line from stoplights and able to catch more of the breaks when merging and passing in freeway traffic. When we took a trip up Interstate 5's Grapevine stretch, known for its switchbacks and rapid elevation changes, our Mini easily held sixth gear all the way up at an 80-mph pace. In contrast, our stock long-term Cooper S needed regular downshifts to fifth to maintain speed on this route.
By 3,000 rpm, our John Cooper Works car felt downright potent. And with the new exhaust system providing a slight variation on the standard Cooper S soundtrack, there was all-new fun to be had in taking it to redline. On a late fall Sunday afternoon, the Cooper S and I set out for some of the winding two-lane roads on the edge of the Angeles National Forest. Energized by the cool mountain air, the Mini kept up a brisk pace as we shot from curve to curve. On straighter sections of highway, the car felt exceptionally solid and secure well into extralegal velocity territory.
With plenty of power to go around at the mid-to-upper reaches of the tach, keeping up the engine's appetite was just a matter of alert shifting. Close pedal spacing makes the car a natural for heel-and-toe downshifts, even if you're a driver of average skill. I wouldn't have minded an upgraded shifter with shorter, tighter throws to go with the extra power, but the standard unit works fine.
The next day we took our test car to the track to see if our experiences on public roads translated to impressive acceleration numbers. Unfortunately, they did not. On a clear 68-degree day at our near-sea level testing facility, the best we could do was 6.9 seconds for zero to 60 mph and 15.3 seconds at 92.2 mph for the quarter-mile. Although this is over a half-second better than the times we were able to get in a stock Cooper S, it falls well short of Mini's official 6.5-second 0-to-60 claim for the John Cooper Works model. "It's obviously got more horsepower and torque than the regular Cooper S," said our test driver, Editor in Chief Karl Brauer, "but it's still not as strong as it should be."
Nevertheless, the extra power is in just the right spot to make a significant difference in the slalom. Our test car got through the cones at an average speed of 67.7 mph, and anytime you're closing in on 70, you know you've got something special. Karl noted afterward, "Our test car felt a lot like a go-kart with basically no body lean to speak of (typical Mini), but the increased power helps over the stock S when exiting the cones."
This harmonious relationship between the Cooper Works enhancements and the stock running gear was also evident on the familiar mountain roads. Even when things are moving along at a fast clip, the Mini maintains its customarily high levels of grip while giving the driver plenty of information about what's actually happening down on the road surface. When the stupidity threshold has been reached, you'll know it.
One other thing we noticed about our test car's driving dynamics was the slightly less punishing ride quality over ruts and expansion joints compared to that of our long-term Cooper S. Since both cars wore 17-inch run-flat tires, we can only speculate that this car's optional leather seats provided a bit more cushioning for our auto journalist glutes. Besides that, the black-and-blue hides were a nice complement to the Indi Blue exterior paint. Yet, the leather didn't feel all that high in quality, so we don't recommend that you spend $1,300 to get it.
On the other hand, we do think the $550 Harman Kardon audio system is a good buy for music lovers. The system offers eight speakers (which really fill up the small cabin) and Digital Sound Processing (DSP) technology. During the week we spent with this Mini, editors loaded up all kinds of music. We unanimously agreed that this stereo produces strong bass and clear highs, while offering good separation throughout the aural range. We liked the Harman Kardon so much, we named the Cooper to our list of the Top 10 Sound System in Cars Under $30,000 for 2004. The only thing missing is an in-dash CD changer, a useful convenience that eludes Mini and parent company BMW.
In addition, our Premium Package-equipped test car allowed us to sample both the dual-pane panoramic sunroof and Mini's automatic climate control system. Neither item is a necessity in a car like this, but if your budget is flexible, they have their own merit. The panoramic sunroof imparts the feeling of riding around in a glass-top car — and thus brightens the already cheerful (if plasticky) cockpit. The single-zone automatic climate control is notable among German-designed systems for its large, simple controls, including prominently placed "auto" and "off" buttons. We had no trouble using it, but the same can be said for the manual setup which costs you nothing extra.
Of course, whether you choose manual or automatic climate control isn't really the issue here. It's whether you should spend $4,500 plus labor on the John Cooper Works package. And strictly on the basis of hard numbers, you probably shouldn't: It immediately turns a $20,000 car into a $25,000 car, and with the Subaru WRX, Mazda RX-8 and soon the Mazdaspeed Miata on the loose, that's hard to justify — especially with the small gains in 0-to-60 performance. Also consider that Mini Mania, a U.S.-based tuner, sells upgrade kits that promise anywhere from 205 to 245 hp.
But by the time you get around to 245 hp, you're looking at costly brake and suspension upgrades as well to manage all that power. Therein lies the appeal of the more expensive Works package. It's a one-time deal — no need to add anything else unless you want to. Secondly, unlike other aftermarket modifications, the Works is fully backed by the factory warranty. And since Mini dealers do the installation, you're reasonably assured that it will be done properly. So if you're a) devoted to the Cooper S in your garage, b) have extra money to spend on performance and c) don't want to get too deep in the aftermarket, you may want to go with the Works. Us? We'll take a stripped Cooper S and pocket the difference.
One of our writers got a taste of the Cooper Works treatment some time back, but the rest of the staff were still waiting for a turn in this special Cooper S. For those not versed in all things Mini, the Works package was developed by John Cooper Works, the original Mini tuner whose name became irreversibly tied to the car in the 1960s. Headlining the package is a new Eaton supercharger that generates increased flow pressure and spins at a higher rpm than the stock unit. To manage the added compression and heat, a freer-flowing cylinder head and a reprogrammed Electronic Control Unit (ECU) are fitted. The final piece is a new exhaust system with reduced back pressure, a deeper exhaust note and enlarged rear outlets engraved with the venerable tuner's name.
The result is an even 200 horsepower (compared to the stock 163) and 22 extra pound-feet of torque for a total of 177 delivered across a broader rpm spread. Outside the U.S., a similar package is available for the base Cooper, but lacking a supercharger, it makes less dramatic gains, topping out at 126 hp and 114 lb-ft of torque.
Buyers can opt for the Works at the time of purchase or as a retrofit for a Cooper S already in their garage. In addition to the $4,500 list price for the package, you can expect to pay a sizable labor charge for installation: Southern California's Long Beach Mini quoted us $1,188 for the job. That's a lot of money for a car that starts out around $20,000 — all the more apparent on our test car, which came from the factory with both the Premium and Sport Packages, along with leather upholstery and the Harman Kardon sound system. Can the typical Cooper S buyer really justify the Works upgrades? We gave ourselves the enviable task of finding out.
Pulling up the steep incline to exit the company garage, the extra low-end torque was immediately noticeable. The Cooper S settled easily into first gear, and even the distracted driver would be hard-pressed to inadvertently slip the clutch. If you live in San Francisco, the Works upgrades will spare you a fair amount of frustration and clutch wear.
As we continued on in city traffic, we enjoyed the subtle change in the car's behavior. Although the Works package is ostensibly geared toward enthusiasts, the average driver will appreciate the enhanced engine's more tractable personality. The car is quicker off the line from stoplights and able to catch more of the breaks when merging and passing in freeway traffic. When we took a trip up Interstate 5's Grapevine stretch, known for its switchbacks and rapid elevation changes, our Mini easily held sixth gear all the way up at an 80-mph pace. In contrast, our stock long-term Cooper S needed regular downshifts to fifth to maintain speed on this route.
By 3,000 rpm, our John Cooper Works car felt downright potent. And with the new exhaust system providing a slight variation on the standard Cooper S soundtrack, there was all-new fun to be had in taking it to redline. On a late fall Sunday afternoon, the Cooper S and I set out for some of the winding two-lane roads on the edge of the Angeles National Forest. Energized by the cool mountain air, the Mini kept up a brisk pace as we shot from curve to curve. On straighter sections of highway, the car felt exceptionally solid and secure well into extralegal velocity territory.
With plenty of power to go around at the mid-to-upper reaches of the tach, keeping up the engine's appetite was just a matter of alert shifting. Close pedal spacing makes the car a natural for heel-and-toe downshifts, even if you're a driver of average skill. I wouldn't have minded an upgraded shifter with shorter, tighter throws to go with the extra power, but the standard unit works fine.
The next day we took our test car to the track to see if our experiences on public roads translated to impressive acceleration numbers. Unfortunately, they did not. On a clear 68-degree day at our near-sea level testing facility, the best we could do was 6.9 seconds for zero to 60 mph and 15.3 seconds at 92.2 mph for the quarter-mile. Although this is over a half-second better than the times we were able to get in a stock Cooper S, it falls well short of Mini's official 6.5-second 0-to-60 claim for the John Cooper Works model. "It's obviously got more horsepower and torque than the regular Cooper S," said our test driver, Editor in Chief Karl Brauer, "but it's still not as strong as it should be."
Nevertheless, the extra power is in just the right spot to make a significant difference in the slalom. Our test car got through the cones at an average speed of 67.7 mph, and anytime you're closing in on 70, you know you've got something special. Karl noted afterward, "Our test car felt a lot like a go-kart with basically no body lean to speak of (typical Mini), but the increased power helps over the stock S when exiting the cones."
This harmonious relationship between the Cooper Works enhancements and the stock running gear was also evident on the familiar mountain roads. Even when things are moving along at a fast clip, the Mini maintains its customarily high levels of grip while giving the driver plenty of information about what's actually happening down on the road surface. When the stupidity threshold has been reached, you'll know it.
One other thing we noticed about our test car's driving dynamics was the slightly less punishing ride quality over ruts and expansion joints compared to that of our long-term Cooper S. Since both cars wore 17-inch run-flat tires, we can only speculate that this car's optional leather seats provided a bit more cushioning for our auto journalist glutes. Besides that, the black-and-blue hides were a nice complement to the Indi Blue exterior paint. Yet, the leather didn't feel all that high in quality, so we don't recommend that you spend $1,300 to get it.
On the other hand, we do think the $550 Harman Kardon audio system is a good buy for music lovers. The system offers eight speakers (which really fill up the small cabin) and Digital Sound Processing (DSP) technology. During the week we spent with this Mini, editors loaded up all kinds of music. We unanimously agreed that this stereo produces strong bass and clear highs, while offering good separation throughout the aural range. We liked the Harman Kardon so much, we named the Cooper to our list of the Top 10 Sound System in Cars Under $30,000 for 2004. The only thing missing is an in-dash CD changer, a useful convenience that eludes Mini and parent company BMW.
In addition, our Premium Package-equipped test car allowed us to sample both the dual-pane panoramic sunroof and Mini's automatic climate control system. Neither item is a necessity in a car like this, but if your budget is flexible, they have their own merit. The panoramic sunroof imparts the feeling of riding around in a glass-top car — and thus brightens the already cheerful (if plasticky) cockpit. The single-zone automatic climate control is notable among German-designed systems for its large, simple controls, including prominently placed "auto" and "off" buttons. We had no trouble using it, but the same can be said for the manual setup which costs you nothing extra.
Of course, whether you choose manual or automatic climate control isn't really the issue here. It's whether you should spend $4,500 plus labor on the John Cooper Works package. And strictly on the basis of hard numbers, you probably shouldn't: It immediately turns a $20,000 car into a $25,000 car, and with the Subaru WRX, Mazda RX-8 and soon the Mazdaspeed Miata on the loose, that's hard to justify — especially with the small gains in 0-to-60 performance. Also consider that Mini Mania, a U.S.-based tuner, sells upgrade kits that promise anywhere from 205 to 245 hp.
But by the time you get around to 245 hp, you're looking at costly brake and suspension upgrades as well to manage all that power. Therein lies the appeal of the more expensive Works package. It's a one-time deal — no need to add anything else unless you want to. Secondly, unlike other aftermarket modifications, the Works is fully backed by the factory warranty. And since Mini dealers do the installation, you're reasonably assured that it will be done properly. So if you're a) devoted to the Cooper S in your garage, b) have extra money to spend on performance and c) don't want to get too deep in the aftermarket, you may want to go with the Works. Us? We'll take a stripped Cooper S and pocket the difference.
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