Remember the old joke about how to lose 10 ugly pounds? Right, cut off your head. Here’s an automotive sequel. Although this car didn’t lose weight when its football-helmet Coupe top was lopped off—it’s actually about 90 pounds heavier than its hard-shelled sibling—it definitely lost a lot of ugly.
Keep Reading: 2012 Mini Cooper S Roadster – First Drive Review
Prior to his current job as head of Mini, Kay Segler ran BMW’s M division. It seems almost obvious, then, when he tells us that he wants JCW to serve the same purpose for Mini that M does for BMW.
Once the JCW Countryman arrives, Mini will offer John Cooper Works packages for all of its models, but Segler wants to further differentiate JCW products in the future. This means that cars wouldn’t so much be equipped with the John Cooper Works package, but rather positioned as standalone models.
Mini already considers the standard JCW powerplant—a turbocharged 1.6-liter four making at least 208 hp—a “unique” engine, and not a standard Cooper S mill with more boost. But we interpret Segler’s remarks to mean that the John Cooper Works engine will come in for additional work in the future; that could mean it will get some unique internals, or that the displacement will be increased. Segler’s sentiments also suggest that more hard-core, limited-edition models like the upcoming new-gen Mini GP could be produced.
Other than the Countryman, Mini models are likely to remain front-wheel-drive-only for the foreseeable future. Getrag showed a proof of concept for an all-wheel-drive setup that would fit in a regular Mini hatchback a few years ago, but Segler told us it was still too expensive to adopt without much higher volumes. The engineers and execs at Mini are aware there’s a limit to how much power the front wheels of a car can handle, and that the current JCW cars are right up to the edge. How they’ll deal with adding power in the future, then, remains an open question. We have spotted all-wheel-drive Mini hybrid prototypes, however, with electric motors providing power to the rear wheels; this is one possible solution.
Even though Minis have a real penchant for getting absurdly expensive with options and accessories—see our $46,244, ex-long-term JCW convertible as a prime example—Segler says the company will be careful about pricing future John Cooper Works offerings. Take a note from the relatively reasonable pricing of the BMW 1-series M and M3 GTS, we’re told. Considering that the 1-series M was something of a bargain at $47,010, that’s encouraging.
Diesel For You, Too
The single most common request that Mini gets from American customers, however, isn’t for more JCW models—it’s for diesel engines. “We’re delighted to hear it,” Segler said enthusiastically. “We are looking into this not for the short term, but for the medium term.” The current generation of Minis will run on gasoline only, but when the third-generation model arrives in a few years, we’re nearly certain that a diesel engine will be offered. The 143-hp, 225 lb-ft diesel four in the Mini Cooper SD in Europe is a gem, and we agree with Mini execs that a subset of the brand’s fans in the States would love it. (We have previously tested a less-powerful Mini Cooper D; you can read that review here.)
If a Mini dizzler does happen, figure on it arriving in 2014 at the earliest.
We’ve learned from a Mini executive that the company will build another hard-core John Cooper Works GP variant. The first GP model, sold in limited numbers for the 2006 model year, was more powerful and lighter than the contemporary Cooper S JCW on which it was based; these traits likely will carry over to the new one. (The first-gen car is pictured above.)
Figure on a very modest bump in output to 220 hp or so from the 208 on tap in the current JCW. It’s possible that the GP’s amped-up 1.6-liter turbo four will be tuned identically to the one scheduled for the upcoming John Cooper Works Countryman, as we were told that the mini-SUV will offer a touch more than 208 hp, too.
The original GP also featured an extensively revised suspension; the weight savings came through the removal of the rear seats and air conditioning. Similar modifications probably will be made to create the new car.
There was no word from Mini on timing, but we expect it to appear within the next year.
JCW is Mini’s in-house tuner, adding an element of mighty to Mini performance since 2003. The initials stand for “John Cooper Works,” making this car the Mini Cooper John Cooper Works Coupe. Apparently, Mini’s marketers have never seen the Monty Python “Spam” sketch.
Keep Reading: 2012 Mini John Cooper Works Coupe – Instrument Tested
Mini has announced that it, too, will get in on the new B-Spec racing action with a race-prepped Mini Cooper Hardtop. Mini USA has partnered with Mini of Charleston, South Carolina, to offer B-Spec–compliant turnkey Cooper race cars. Like most of the other participating automakers, Mini will also sell Spec-ready conversion kits for those who already own a 2007-2012 Mini Cooper and have the racing itch.
Who knew small, cheap race cars with their own competitive racing class would catch on? The 2012 SCCA, Grand Am, NASA, and World Challenge seasons haven’t begun yet and already the B-Spec field is crowded. The Mini B-Spec racer, per B-Spec regulations, is mostly stock—its engine produces the same 121 hp and 114 lb-ft of torque as a normal Cooper. It gets required safety equipment like a roll cage, racing seat and harness, and a window net. The Mini rides on KW V1 coil-overs and the brakes get heavier-duty pads and braided lines. Finally, the Cooper rolls on a set of itty-bitty 15-inch alloy wheels and Hoosier racing slicks. Like Mazda, Mini backs amateur race drivers with its Motorsport Awards Program, which awards cash prizes for racing successes.
Mini USA will announce pricing for both the racing kits and the fully prepped, turnkey Coopers closer to the start of the 2012 racing season. In the meantime, the company will show off a B-Spec prototype at this week’s L.A. auto show. We don’t know about you, but the Car and Driver office is geeking out over a racing series for inexpensive, buzzy little hatchbacks.
It’s slow going for our fast-moving Mini Countryman.
Our extended-stay Mini Countryman needs to get out and see the country. As suggested by its sluggish accumulation of miles—in six months, we’ve spun its odometer to just 11,459 miles—it has been on few long trips. One staffer drove it down to Louisville, Kentucky, home of the Slugger and a number of fine distilleries. Another took it north to Alpena, Michigan, home of a number of fine (and fir) trees and a bar that encourages customers to bring their own food on Saturdays because that’s live-music night, and the cook is the guitar player in the band.
Keep Reading: 2011 Mini Cooper S Countryman ALL4 – Long-Term Road Test Update
Mini chief Kay Segler has confirmed that the Mini Paceman concept, a three-door derivative of the five-door Countryman, will go into production. The series-production model will be built at Magna Steyr in Graz, Austria, alongside the Countryman and share its architecture and powertrain. The Paceman might still get another name, but it will look almost exactly like the concept. Expect it at dealers as a 2013 or 2014 model.
Before the Paceman reaches dealers, though, the production Mini Roadster, the second of the so-called “Oxford twins” after the Coupe, will be unveiled in either Detroit or Geneva in early 2012.
You’d be forgiven for thinking the U.S. automotive market had done a princely processional through the last month like it’s July 1999, racking up sales in record numbers. Unfortunately, the reality is more grim. Toyota and Honda experienced dramatic sales declines because their production capacity is still hugely limited as a result of the T?hoku earthquake. At other automakers, sales from newly introduced models concealed what were actually major drops in sales of what should be established, strong products. At Chevy, the Cruze’s spectacular performance—it was the second bestselling car in the country—offset a collapse in Impala sales and the cancellation of the HHR, as well as the failure of the Malibu to capitalize on the handicapped Japanese automakers.
What we’re seeing is a regression to an older automotive sales pattern: huge numbers for high-profit trucks and SUVs, and strong sales for mainstream cars. That huge boom in niche products over the past few years, which many predicted was the way of the future? Well, a few such models, like those at the higher end of the Audi lineup, are moving in good numbers, but it’s the bread-and-butter products that are really racking up the sales. What you’ll see in the numbers below is how heavily many automakers are relying on a few core products for the lion’s share of their income.
Big Sales for Small Cars from Munich
BMW Group U.S. sales during July 2011: 26,164
Mercedes-Benz’s U.S. sales during July 2011: 21,069
Date on which an Automotive News headline said “BMW pads lead over Mercedes”: August 2, 2011
Mercedes-Benz sales without Sprinter and Smart: 19,010
BMW Group sales without Mini lineup: 21,453
BMW Group sales without Mini lineup or the 3-series: 12,813
What the numbers reveal: BMW’s overall sales in the U.S. market were strong in July—although heavy incentives to clear out remaining 2011 5-series models helped—but ultimately, the money-makers are the iconic 3-series and the burgeoning Mini brand. Maybe the upcoming compact i3 hybrid has a good shot for success after all, size be damned.
Don’t Chry for Me, Marchionne
Number of Chrysler models heavily refreshed in the past 12 months (including the Sebring-cum-200): 12
Number of those models with July 2011 sales higher than in July 2010: 6
Number of those models with July 2011 sales higher than in July 2010 by more than six percent: 3
Chance that any Chrysler-company product—refreshed or not—sold in July 2011 was a Jeep Grand Cherokee, Jeep Wrangler, or Dodge Durango: 1 in 4
What the numbers reveal: Chrysler spent significant time and money on much-needed overhauls for its core products. The new 300 and Charger are great, but the sales haven’t been thus far. Jeep is really carrying the company’s sales, and it’s clear that Chrysler and Dodge are in desperate need of small cars executed as well as its big ones.
The Italian Non-Job
Number of Ford Fiestas sold in the U.S. in July 2011: 5296
Number of Ford Fiestas sold in Italy in July 2011: 5317
Population of the U.S., according to the most recent census data: 308,745,538
Population of Italy: 61,017,000
What the numbers reveal: OK, we know that Europeans love the compact stuff in a way that Americans don’t—yet. But with strong mileage numbers and snazzy sheetmetal, U.S. Fiesta sales should be a lot better than those of a market ostensibly one-fifth the size of ours. Blame the launch of the bigger, more-powerful, more-refined Focus, perhaps.
That Name is Starting to Sound Ironic
Infiniti’s bestselling model in July 2011: G25/G37
Number of Infiniti Gs sold that month: 4490
Number of Infiniti QX56s sold in July 2011: 1016
Rank of the QX56 in Infiniti’s sales chart for July 2011: 2
What the numbers reveal: Since the second-generation Q was put on an ice float to Alaska, Infiniti’s brand-defining product has been the G. That’s fine, but the rest of the company’s cars are dragging. The giant QX56 stacks up well to its rivals, but its size and price naturally limit sales. There’s no reason Infiniti should be struggling so much to shift its other cars and crossovers, which are less expensive than the QX—as well as many of their chief competitors. The upcoming JX crossover, which will be aimed squarely at products like the Lexus RX and BMW X5, should help.
Hey look, a Mini on the streets of Germany! That probably isn’t something to get excited about, but in this case, it’s enough to cause some mild titters. You see, while the company started showing off the new Mini Coupe back in June, all of the official pictures showed the top-of-Mini-mountain John Cooper Works model. Today, we get our first look at the coupe for the volk, a base Cooper. Just look at those adorable, tiny wheels.
Sharp-eyed reader Oliver Markwirth, who hails from Munich, Germany, managed to spot this green car for us. It provides a clear look at a more modest version of the new model, one without all the gills and spoilers. It does appear, however, that even the lowliest model will still feature a flip-out rear spoiler on the trunk, something that is perhaps needed for high-speed stability. Otherwise, there aren’t many surprises to be seen. The base model really does just look like any other standard two-door Mini, only with that racier-looking helmet on its head.
Expect content to mirror that of other cars, and we also already know the car you see here will start at $22,000 before customers run into Mini’s notoriously extensive—and frequently expensive—options list. That might seem high, but we drove test mules of the Mini Coupe JCW and found it even more exciting than its counterpart with the traditional hatch shape (which Mini calls the Hardtop). Can the 121-horsepower version outperform its stablemates as well? We should find out soon, and you should expect official pictures of the whole range sometime between now and September’s Frankfurt show, when the car officially meets the public.
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As far as we can tell, the 2009 MINI Cooper S Convertible draws cold air wherever it goes. First came the drop-top’s ironic unveiling in Detroit, where we had the misfortune of experiencing one of the coldest, snowiest shows in recent memory. Just over a month later, we found ourselves in the cabrio-friendly climes of Southern California, where temperatures in the mid-50s did their best to spoil our open-air fun. But in spite of the chilly atmosphere, we bit the bullet, dropped the top and put the new MINI ‘vert to the test to see if the lil’ British runabout lives up to its “Always Open” tagline. Make the jump to find out what drop-top Motoring is all about.
2009 is a big year for MINI. In August, the automaker will celebrate the 50th anniversary of Sir Alec Issignis’ creation, and later this year, MINI will launch its fourth variant, a smallish CUV that will be similar to the Crossover Concept originally shown in Paris. Jim McDowell, VP of MINI-USA, made it clear that the CUV would not carry the Crossman moniker, but that’s a story for another day, as the MINI Cooper Convertible awaits.
It took some time, but the new cabrio is finally based on the second generation (modern) MINI that debuted in late 2006. Like its hatchback and Clubman siblings, the newest version is slightly longer than the original revival, mainly to meet current crash and pedestrian safety standards. The nose is a bit higher and rounder, but still utterly familiar and instantly recognizable as a MINI.
The interior, dominated by the huge central-mounted speedometer, is essentially identical to the rest of the MINI range, save one unique element to the convertible: the “Openometer.” The new gauge hangs on the steering column to the left of the tachometer and tracks the amount of time the MINI is driven with the top down. The needle rotates clockwise for every minute the car is operated in drop-top mode, up to 60 minutes. At that point it, it flips back to the start point and LEDs illuminate for each hour you’re enjoying the outside world. The chassis computer tracks the cabrio’s total time with the top down over its lifespan and MINI USA Marketing Manager, Trudy Hardy, explains that the company is working on a variety of social networking tools that will allow owners to compare their “open time” with other MINI drivers. One predictable method being considered is the development of an iPhone app that would download the overall open-air time from the MINI’s computer when the phone/MP3 player/global domination tool is plugged in and then automatically transmit it to a special website.
While the “Openometer” is fun gimmick, it adds nothing to the driving experience. That’s where the mechanical bits come into play. The first order of business is putting the roof down, and like the first-gen. model, the power top features a “sunroof” function. Press the switch above the mirror and the portion of the roof above the front seats slides back. Continue holding the switch and the entire top retracts back behind the seats in 15 seconds. Another 15 seconds reverses the process. Given the MINI’s diminutive size, there isn’t room to stash the top entirely behind the seats, so a portion of the roof is stacked onto the rear deck, cutting into rearward visibility.
However, line of sight is notably better than the outgoing model thanks to a new active roll-bar mechanism. The last convertible had fixed double hoops that were always in view. MINI has addressed this problem with a new active system that’s mounted even with the rear headrests under normal conditions. When the inertial sensors of the standard stability control system detect an impending rollover, a pyrotechnic charge causes the bar to pop up into its extended position. A ratchet mechanism holds it permanently in place afterward, making this a one-time deal that requires a professional fix, just like an air-bag.
Like its fixed roof brethren, the new convertible is available in mild, medium and caliente flavors, officially designated as the Cooper, Cooper S and John Cooper Works edition. That means propulsion from a 1.6-liter four cylinder with 118, 172 or 208 horsepower, the last two augmented by a turbocharger and in the case of the JCW, direct injection. We had the opportunity to spend some time with a Cooper S coated in the latest color choice “Interchange Yellow,” which popped in the sunlight and had a slightly green cast to it.
Even though the temperature was an unseasonably cold 52-degrees in San Diego, the top immediately went down before we got underway. Fortunately, our Cooper S tester was equipped with the $500 Cold Weather Package that includes heated seats. So with the butt-warmers engaged and the heater cranked up we set out on our little journey.
They don’t call this a MINI for nothing. At just over 12-feet-long, this is currently the second smallest car available in the U.S. after the smart ForTwo. Even the regular MINI hatchback has tight rear accommodations and the convertible is a bit more snug. Nonetheless, with the front passenger seat pulled forward, a small-framed passenger can fit, if only for short trips.
The entire MINI range is reasonably quick, with the normally aspirated Cooper equipped with a six-speed manual hitting 60 mph in 8.9 seconds, and the turbo’d S dropping that to seven seconds. The boosted mill was always responsive with no hint of any lag, pulling strongly out of corners or down freeway on-ramps. The exhaust note is aggressive, but it doesn’t have the droning tones you’d likely find with an aftermarket system.
While the turbocharged four-pot is entertaining, the MINI’s strong suit is its handling. The cliched “go-kart” characteristics are present and accounted for – and that’s both good and bad. The MINI benefits from a small overall size and relatively low center of gravity, making it very nimble and willing to change direction almost as fast as the driver can think. The new convertible gets standard 16-inch wheels with run-flat tires, but our tester was mounted with the optional 17-inch Black Star Bullet alloys that add an aggressive look to the cute Cooper. Like other MINIs, the convertible has excellent steering feel and feedback, with no slop or free play. Rotation of the wheel translates directly and predictably to the tires, providing the driver considerably more confidence than they’d find in other similarly sized runabouts.
But for some, the downside of go-kart handling is a go-kart ride. The MINI may be a premium small car, but it’s no luxury boat. The suspension and runflat sidewalls are fairly stiff, and the 97-inch wheelbase means that while driver commands get translated instantaneously, rough pavement finds its way into the passenger compartment with minimal damping. It’s hardly horrendous, but those who live in areas cursed with dubious pavement quality would be advised to take a thorough test drive before putting down a deposit.
Over a few stretches of less-than-ideal tarmac in So. Cal., the Cooper S felt solid and showed no signs of rattles, squeaks or cowl shake. At freeway speeds with the windows up, we had to talk slightly louder than normal, but shouting was hardly necessary and wind buffeting was fairly reasonable. With the fully lined roof in place, life was definitely quieter, but as is often the case with drop-tops, the rear three-quarter blind spots were substantial. When you need to handle parcels larger than the 6.0 (yes, six) cu-ft trunk can accommodate, the rear seats fold down. The rear hatch’s easy-load system allows things to slide in with ease and with the roof up, the rear part of the top can be released and raised to allow a few more inches of cargo space.
Having said all of that, the only major issue with the MINI cabrio is its price tag. Releasing an entertaining runabout during a global economic meltdown is going to be a tough sell, and when you’ve got a U.S. dollar exchange rate of $1.80 to the UK pound, BMW can’t keep prices down without losing its shirt. Regardless, those looking for a stylish means of transport with handling to match and wind-in-your-hair thrills can plunk down $24,550 for the base Cooper convertible, $27,450 for the Cooper S or an eye-watering $34,950 for the JCW variant. If the Cooper convertible is on your shortlist, it could be worth the coin, no matter the weather.
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