New Mini Clubman 2015

The Clubman is only the beginning of MINI’s push into more premium territory - and we have every reason to believe it will succeed. It’s comfortable, quirky and still has that degree of excitement that makes MINIs such a hit. The looks won’t be to everyone’s taste but standing out has never played such a significant role. Up against humdrum hatchbacks, we’d say the Clubman’s unique character could give it the upper hand.

MINI is growing up – and in more ways than one. The all-new Clubman is the largest model MINI has ever produced, with this second-generation car signifying the manufacturer’s push into a more premium market where buyers are asking for bigger and better without the compromise.

And that neatly sums up the previous Clubman: it wasn’t without its charm, but a cramped cabin, impractical bodystyle and hard ride rather contradicted everything it was designed to achieve.

At almost 4,300mm long and 1,800mm wide, the all-new model is 270mm longer and 73mm wider than the MINI 5-door Hatch, with 100mm added to the wheelbase.

Those are significant gains, which immediately open the Clubman up to a wealth of new family buyers the previous model failed to attract. In fact, while the Clubman may look like a compact estate, proportionally it actually faces more conventional opposition in the shape of the Volkswagen Golf and Audi A3.

However, while the Clubman may have conformed in terms of size, it's still gone about it in its own unique way. Being a MINI, image is one thing that’s guaranteed. Lashings of chrome, sharp LED headlamps and infinite personalisation options will keep image-conscious buyers satisfied. Even inside, MINI has redesigned the centre console and added plush leather sports seats to give it that upmarket feel the old model lacked.

But changes to give the Clubman more mass market appeal don’t stop there. The old rear-hinged ‘clubdoor’ from the old model – which was more of a hindrance than a help – has been ditched in favour of two conventional rear doors. They make it far easier for passengers to get in and out, especially for UK buyers – who were previously forced to get out into the road rather than onto the pavement.

Once inside, the car's increase in size is immediately noticeable, with far more knee and headroom than before. Yet quirks such as the twin-door boot still remain.

The split boot can be opened by hand or if you have the Comfort Access option specified (essentially a handsfree tailgate), with a simple kick under the rear bumper. The 360-litre capacity can be expanded to 1,250 litres by folding the rear seats flat – about on par with what’s on offer in a Golf.

Now, as well as making the Clubman a lot more practical, one of MINI’s other main targets with the new model was to make it more comfortable. In fact, the brand has gone as far as to say this is most refined car it has ever made.

It's based on the new front-wheel-drive architecture that’s shared with the three and five-door hatchbacks as well as the BMW X1. But despite this, the Clubman gets a completely unique and softer suspension set-up. It immediately feels more forgiving and compliant over rougher surfaces, which has helped to eradicate the skittish nature of the previous model.

As improvements go, it’s a big one, but making it the most refined MINI ever wasn’t an all too difficult task, as ride quality has never been one of its strengths. In the Clubman, though, we’d say it has succeeded.

However, has the newfound sense of refinement come at the expense how much fun it is to drive? To an extent, it has. Because it’s bigger and softer, you can feel that initial degree of sharpness has been lost from its responses. The steering still has that MINI crispness to it, but it's lighter and makes the Clubman feel a tad lazier than the smaller hatchbacks. It’s a trait that’s been inherited from the outgoing model, but the more gracious manner in which the new one covers ground sweetens the deal a little.

Yet that small issue is unlikely to really trouble buyers, and it's only ever noticeable when you really hurl the car around. The rest of the time, the Clubman still possesses that same eager and energetic character MINIs have become so famous for.

The Cooper S we tested has the same 189bhp 2.0-litre turbo as the hatchback, but even in this bigger and softer car, it still really shifts. Floor it, and the MINI will surge from 0-62mph in just 7.2 seconds, plus it’ll hit 142mph flat out.

The Clubman is also the first model MINI has offered with the option of a new eight-speed automatic gearbox. It’s 10g/km cleaner and returns 4mpg more than our six-speed manual test car (45.6mpg and 144g/km), but it’s also a costly option, at £1,700. We think you’d be better informed to put that money towards the £2,785 Chili pack, which features half-leather upholstery with heated sports seats, MINI’s comfort access system, park distance control, automatic air-con and LED headlights.

The model that will be making up the bulk of sales will be the Cooper D, and it’s easy to see why, as it’s capable of a claimed 69.8mpg and 109g/km. The 0-62mph time of 8.6 seconds isn’t too shabby, either.

Key specs

• Price: £22,755
• Engine: 2.0-litre 4 cyl turbo
• Transmission: Six-speed manual, front wheel drive
• Power: 189bhp
• 0-62mph: 7.2 seconds
• Top speed: 142mph
• Economy/CO2: 45.6mpg/144g/km

MINI John Cooper Works 2015

 

It's the fastest and most powerful MINI yet. Say hello to the 2015 MINI John Cooper Works.

 

The MINI JCW builds on what was already was an appealing, charming and quick hot hatch. With performance stats that wouldn’t look out of place in the class above, tweaks to the engine, exterior and overall attitude of the JCW make it feel more than a step beyond what the Cooper S is capable of. The JCW upgrade comes at a cost, especially if you get liberal with the optional extras, but charm and performance have rarely been executed in such a way. 

If you want a MINI and you want a fast one, there’s one name that combines the two: Cooper. Mini Coopers have their origins in the 1960s and the pocket rocket has been with us ever since. But where do you look when fast isn’t quite fast enough? Enter, John Cooper Works.

Under BMW ownership as of 2008, MINI’s JCW performance-arm was tasked with creating the most focused and powerful versions of the famous city runabout. And now there’s an all-new model with some fire in its belly.

What you’re looking at is the second–generation MINI John Cooper Works and the most powerful production MINI ever. Like the Cooper S on which it is based, a 2.0-litre four-cylinder turbocharged engine sits beneath the JCW’s stubby bonnet, but extensive internal tinkering has upped power from a modest 189bhp to 228bhp. That’s a 20bhp increase over the outgoing JCW.

Reworked pistons, a new turbocharger and an updated intercooler produce the extra grunt, while a new freer-flowing exhaust adds a fresh set of vocal cords. On paper at least, the modifications appear to have done their job. Half a second was shaved off the 0-62mph time of 6.3 seconds, with the six-speed manual, while our Powershift auto test car is quicker still at only 6.1 seconds. Top speed for both models is 153mph, meaning the JCW is the fastest MINI ever too.

Climbing inside the MINI JCW is no less of an event than sinking into the Cooper S. The MINI gets a gloss-black surround with chronograph-style markings to the large circular centre console display, while JCW sports seats in cloth and suede-effect trim are standard. Aside from that, the cabin is largely the same as the Cooper S’, although that does mean it’s well built and has plenty of retro touches, from the bank of toggle switches on the dash to that central display.

As you’d expect, there are lots of optional extras, including leather, different trim finishes and colours, sat-nav and advanced Bluetooth and smartphone connectivity. Our car featured the optional sat-nav, which also adds a BMW iDrive-style cabin controller by the gearlever. We’d recommend specifying this, as it makes accessing the cabin functions a lot easier.

Out on the road, the MINI JCW feels every bit as quick as the spec sheet would lead you to believe. The performance boost over the Cooper S is immediately noticeable, with the additional 20Nm of torque and 39bhp providing that additional low-down shove needed to keep up with the likes of the all-wheel-drive Audi S1.

The revs build cleanly and eagerly – partly down to all 320Nm being served up from a lazy 1,250rpm. It adds to the impression that the infectious character of the Cooper S has been ramped-up in the more hardcore JCW.

The new modular underpinnings of the latest MINI Cooper S showed promise of being able to handle and distribute more power effectively, the JCW proves that’s possible. There’s a slight squirm from the steering wheel under hard acceleration but torque steer is well contained, with the rorty crescendo of the new sports exhaust encouraging you to press on, especially with the crackles from the pipes on the overrun.

Rather than a mechanical differential, MINI has bolted on a lighter and cheaper electronic diff. It’s capable of letting you tackle faster, sweeping bends more courageously, with the slight movement in the body allowing you to pinpoint exactly where the grip is. In tighter bends the electronic diff isn’t able to put the MINI’s power down with the conviction of the Corsa VXR fitted with a mechanical differential and the result is a whiff of understeer in the JCW.

But this is where the MINI arguably comes into it’s own. You can counter the understeer with a slight lift of throttle mid corner, allowing the agile back end to become more mobile and follow the nose.  There’s far more charm and interactivity in the MINI than you’ll find in the Audi S1, but like the Audi, the JCW’s steering could do with a touch more feel, despite being generally direct and positively weighted.

The six-speed dual-clutch auto in our test car costs a further £1,330 over the manual but its markedly more efficient - emitting 133g/km of CO2 versus the manual’s 155g/km. Leave it in auto and shifts are smooth and consistent, but manual mode hands over full control of the transmission and it will run into the limiter if you become sluggish with changes. Upshifts are rapid-fire quick and accompanied by pops and bangs from the exhaust, although going back down the ratios can feel a little lazy.

But even if you find yourself out of gear, the omnipresent wave of torque can cover up any driver errors, with 50-75mph in fifth gear taking 5.6 seconds. It might sound a bit meaningless, but compare that to the 5.9 seconds it could take a Porsche 911 Carerra S to cover the same increment and there’s no ignoring the MINI’s tenacious attitude.

As well as the infectious performance, something else which will have grabbed your attention is the styling. Not to be outdone by the likes of the new Corsa VXR or Peugeot 208 GTi 30^th Edition, MINI has been busy designing what is certainly one of the most eye-catching models to come from the Oxford-based brand. A multitude of vents, beefed up arches and that sports exhaust ensure you won’t go mistaking it for any other MINI in the range.

But it’s looks extend beyond the purpose of simply frightening the opposition. The lower and deeper front bumper helps feed additional air to the intercooler, while the smaller, squarer vents, which are were you’d usually find the front fog lamps, help cool larger four-piston Brembo brakes. Sadly, the two-tone bodywork doesn’t provide you with a performance boost but it certainly helps broadcast the promise of hair-raising performance.

It looks like a hooligan but easing off shows another side to the MINI JCW. Optional adaptive dampers will set you back £240 but it’s a price worth paying. ‘Normal’ mode takes the edge off the JCW’s stiffness and sharpness compared to the settings served up by selecting ‘Sport’. It’s more than comfortable enough to use day to day, although it will tend to sniff out larger ruts, and it’s nicely damped so never crashes into smaller imperfections.

One of its weak points for the MINI John Cooper Works is value, or lack of it. At £24,380 its almost £4,000 more than the Cooper S but add on some not-so-outrageous optional extras such as sat-nav, parking sensors, automatic air con and Bluetooth and that price escalates rapidly. Our test car came in at a smidge under £32,000 – an eye-watering figure for a hot hatch, never mind a MINI.

Key specs

• Price: £24,380
• Engine: 2.0-litre 4-cyl turbo
• Transmission: six-speed auto, front wheel drive
• Power: 228bhp
• 0-62mph/top speed: 6.1s/153mph
• Economy/CO2: 49.6mpg/133g/km
• On sale: Now

MINI One D

 

MINI One D mixes shining fuel economy with a fun drive and a big hit of MINI style. While the MINI One D looks great, is very economical and drives well, the more punchy Cooper D is worth the extra £1,560 cash. For that money you not only get more kit, but the extra power means you can exploit the MINI’s brilliant chassis that little bit better, which makes it more fun, and that’s what a MINI should be.  

The new MINI was named Auto Express Car of the Year for 2014 and now we've driven the new entry-level diesel MINI One D for the first time.

The MINI One D starts at £14,890, which is £1,560 less than the Cooper, and shares the same 1.5-litre three cylinder turbo diesel engine. The only difference being that the powerplant is detuned from 114bhp to 94bhp.

The One D also comes on 15-inch steel wheels, though you can upgrade to the Cooper’s 15-inch alloys for cost of £300. So in effect, like for like, you’re saving £1,260 for an 18 per cent loss in performance.

But even in the lower state of tune the diesel is a gem. Start it up and you’d be forgiven for thinking it was actually a petrol, as it’s that quiet. Only those outside the car will be able to make out the tell-tale diesel clatter – and even then it’s faint.

When you are driving you don’t notice it at all, unless you rev the engine to over 4,500rpm. But there’s little point doing that anyway unless you are attempting to verify the car’s 11-second 0-62mph sprint time. Actually, under normal driving conditions the One D feels quicker than this number suggests. You can thank the 230Nm of torque for that.

In everyday driving the car provides ample pace. At motorway speeds, however, you can just about notice the 40Nm deficit compared to the Cooper, as overtaking is more likely to require a changing down a gear. At least the six speed manual’s positive mechanical feel makes it pleasant to use.

The One fights back against the Cooper with slightly superior economy, though the 3mpg improvement over the Cooper isn't anything to get overexcited about. Out on our 25-mile test drive on a variety of roads we averaged 55mpg. Quite a bit off the claimed 83mpg, sure, but not bad for real world driving.

In terms of handling there is no difference between the two cars as they share the same chassis settings, which means the One is just as responsive and darty. And it’s this point which actually forces the issue. The MINI’s fun handling is better complimented by the slightly more powerful engine in the Cooper D.

Were we talking about a diesel powered Volkswagen Polo or Vauxhall Corsa a 20hp deficit would matter not. But here it does. After all, with a MINI you are already making a few compromises. You are not only paying a premium, but also forsaking rear passenger and boot space in order to have a car which is more fun to drive than a normal supermini.

Key specs:

• Price: £14,370
• Engine: 1.5-litre 3cyl turbodiesel
• Power/torque: 94bhp/230Nm 
• 0-62mph/top speed: 11.0 secs/118mph
• Economy/CO2: 83.1mpg/89g/km

MINI Hatchback

The all-new MINI is more grown-up, and more like a baby BMW, than ever before – especially as a 5-door with surprising practicality.

 

The new MINI has been running down the production line at BMW’s Plant Oxford since 2001. But, although its looks haven’t changed wildly since then, even with a new, second-generation model in 2006, there’s much more to this new, third generation MINI than meets the eye.

MINI is taking no chances with its eagerly anticipated newcomer. Not only is the car bigger and more refined than before, it features an all-new turbocharged engine line-up and even more upmarket interior. And for the first time ever, there’s a MINI 5-door model, too, with an extra 72mm in the wheelbase, which translates directly into the same amount of extra rear legroom – it’s a properly practical MINI.

The rival to the Fiat 500 and Citroen DS3 is built on a new UKL front-wheel drive platform, which is also used for the BMW 2 Series Active Tourer. The MINI also features a range of new predominantly three-cylinder petrol and diesel engines that have been designed and engineered solely by BMW for the first time.

The MINI also benefits from even higher levels of technology than before, making it safer, better equipped and posher than it have ever been before. Yet with prices rises by 2.6 per cent, or around £400, the new MINI is also one of the most competitively priced that BMW has ever sold.

There are also five models in the MINI models range in both MINI hatch and MINI 5-door forms – Mini One, MINI Cooper, MINI Cooper S, diesel powered MINI Cooper D and the hot MINI John Cooper Works, which develops 228bhp making it the most powerful production MINI ever made.

Our choice: MINI Cooper

Given the huge sales success of the first two generations of MINI, it’s no surprise that designers have played it safe with the latest car. In fact, at a glance it looks identical. But dedicated fans of the brand will notice the slightly more bulbous proportions, and the larger front and rear lights. The 5-door model gets side doors with frames, rather than the hatch's frameless doors, an extra 72mm between the front and rear wheels, plus an extra 89mm at the very back to boost the boot. It’s not as pretty as the MINI hatch, but still registers strongly on the cute scale. While Cooper S and Cooper SD models get a protruding lower front bumper with squared-off intakes, the Cooper, Cooper D, One and One D get a softer front-end treatment. A Sport Package lets you get the look from more powerful models fitted to more wallet friendly models lower in the range.

As with every MINI, there’s huge scope for personalisation. The One comes with 15-inch wheels as standard but you can upgrade to 18-inch alloys if you like. There’s also the popular Pepper and Chili equipment packs which most buyers fit to their cars, and are a must for optimizing resale values. Also a contrasting black roof is a no-cost option, and for an added cost, you can get bonnet stripes and black 17-inch alloys in place of the standard 16-inch rims. There are also optional LED headlamps, with distinctive circular daytime running lights.

MINI has been bolder with the new car’s interior, although the eye-catching design still features plenty of retro touches. Dominating the dash is a large, circular display for the infotainment and optional sat-nav. This is surrounded by a ring of illumination that flashes green when the stop-start system operates and can be programmed to mimic the sweep of the rev counter needle.

The Cooper S stands out from lesser models with a twin central exhaust, a chrome-plated honeycomb grille and subtle S badges. You also get the trademark bonnet scoop, although this time it’s purely cosmetic and doesn’t feed air to the engine. The stylish approach continues inside, where the new MINI retains the retro touches you’d expect.

However, the interior has been substantially reworked. A lot of the switchgear has been relocated – the familiar line-up of toggle switches is still on the centre console, but the window buttons are now on the doors, while a BMW-style iDrive controller sits between the front seats, replacing the old car’s joystick.

The large central rev counter is gone, too, replaced by a circular display for the infotainment and optional sat-nav. It’s surrounded by a ring of illumination that changes colour as you switch between the optional drive modes, or can even be programmed to mimic the sweep of a rev counter.

Standard kit includes air-conditioning, Bluetooth and a DAB radio, while the optional Chili Pack adds desirable equipment such as climate control, a multifunction steering wheel, front sports seats and ambient lighting.

The new car upholds MINI’s reputation for driving thrills. BMW is keen to play-up the new MINI’s go-kart handling credentials, and has given the car completely revised suspension. As a result, the handling is very good, with a sharp, responsive turn-in from the steering and very good body control.

Acrobatic agility, rock-steady composure and strong grip let you relish every back road, while all the major controls deliver plenty of useful feedback.

However, the suspension is on the firm side. That said the ride is noticeably better than on previous models and on the 15-inch wheels it’s only badly broken surfaces which send shudders through the car. But as you increase the wheel size you increase the discomfort and on 17 and 18-inch alloys the ride will be too harsh for many people. It gets worse with the optional sports suspension. The optional adaptive dampers, however, do help as they let you toggle between a comfort and sports setting. 

The new MINI is built on a new platform, which will be used by BMW. This has made the MINI feel more like a junior BMW than ever before, too. So while the old MINI was more playful and moved around a lot more at the limit, this new car is very tied-down, stable and planted. It’s bad news for anyone that like sliding around, but means a much safer feeling, grown-up drive for everyone else.

Factor in the lack of wind and road noise, the comfortable driving position and effortless mid-range acceleration, and it’s a surprisingly relaxing long-distance cruiser. The diesels are especially impressive as the are frugal, punchy and surprisingly quiet for oil burners.

The longer 5-door model feels barely any different to the MINI hatch to drive, the extra space between front and rear wheels not having a discernable effect on handling, but if anything making the ride slightly more comfortable. Performance and economy are ever-so-slightly worse, but not that you’d notice too much.
 

There are three petrol and three diesel engines to choose from. The entry-level MINI One gets a 100bhp 1.2-litre three-cylinder turbo, while the Cooper gets a 134bhp 1.5-litre three-cylinder. The Cooper S upsizes from a 1.6 to a 2.0-litre four-cylinder engine with 189bhp. The diesels are both 1.5-litres and develop 94bhp in the One D and 115bhp in the Cooper D while the SD has a 2.0-litre with 168bhp.

One criticism is that the engine in the Cooper S lacks a little in character. Happily, the new John Cooper Works ensures you won't be short on thrills. It uses the same basic 2.0-litre engine as the Cooper S but has 20Nm more torque and an additional 39bhp. Throttle response is razor sharp and bespoke sports exhaust adds the drama that's missing from the Cooper S.    

If you want to spice up the Cooper S then there's always the Challenge 210 Edition. Limited to 210 examples for the UK market, it benefits from a dealer fit engine upgrade from 189bhp to 207bhp and a hilarious sports exhausts, controlled via a purpose-built Bluetooth controller. Click it twice and flaps open up in the exhaust unleashing a rip-snorting soundtrack and explosions on the overun. The extra power is noticeable throughout the rev-range, too.

The smooth 1.5-litre diesel can be jerky at low speeds, but once the revs pass 1,500rpm it responds crisply and cleanly to the throttle. It’s also a very quiet engine. In fact, only from the outside can you recognize the familiar diesel clatter, and even then it’s one of the most hushed small diesels in the business.

The MINI now comes with a choice of new six-speed manual or six-speed automatic gearboxes. The manual is more precise than the old one, but lacks its slick shift, while the auto is more efficient but still never quite seems to know the right gear to be in.

Euro NCAP hasn’t tested the MINI, but BMW claims it has been engineered to achieve an impressive score in all global crash tests.

To do this, the new model features more high-strength steel in the body and impact absorbers and a pop-up bonnet to help improve a pedestrian’s chance of survival should you have the misfortune to hit one. A full suite of airbags and ISOFIX mounts is also included. New tech for the MINI includes the option of a rear-view camera, to help with reversing, and a head-up display, to help keep your eyes on the road.

A camera-based adaptive cruise control system is also on the options list. The MINI is build using a lot of all-new tech, mixed with some tried and tested technologies. But as this will also be used in a host of BMW models, this should have been engineered to last.

Owners tell us MINI has its work cut out in the satisfaction stakes, with the previous hatch finishing a lowly 141st in our Driver Power 2013 survey. However, the new car features plenty of BMW input, which bodes well for reliability, while fit and finish is second to none.

MINI by name, not quite so MINI by nature – the new hatch is 3,821mm long, 1,727mm wide and 1,414mm tall. This makes it 98mm longer, 44mm wider and 7mm taller than its predecessor.

Go for the MINI five-door and the length runs to 4,005mm, while height rises to 1,425mm – proper supermini sizes.

So the new MINI is longer and wider than before, but in three-door hatch form, it’s barely any bigger inside. Although there is now more rear legroom, the rear seats are still a squeeze.  At least the front chairs tilt and slide forward to aid access, and up front there is plenty of space, with impressive headroom and improved shoulder room.

The 5-door car gets a healthy 72mm of extra rear space, which makes the back surprisingly practical and comfortable, for two at least - a third rear passenger is a poor relation. Those small rear doors open nice and wide to make getting in easier, but the door opening is narrow at the bottom so you’ll have to angle your feet to get them in and tuck them under the seat in front.

The driving position is good, and there are new seats which are much more supportive than before. Visibility is pretty good, too, despite the MINI’s letter box windscreen. There are two gloveboxes and the seat backs and front passenger footwell have spaces to store bottles and maps.

The MINI still comes with a central armrest that never fails to be in the way of your elbow, whether you have it up or down. The boot space is better now, too, up 30 per cent to 211 litres – the five-door is better still with 278 litres and easy to fold split rear seats. However, the boot’s still too small.

The MINI has always been pretty fuel efficient, but the new range of engines helps improve this considerably. MINI claims that the entry level 1.2 petrol is around 25 per cent more fuel efficient, and can return fuel economy of 61.4mpg and CO2 emissions of 108g/km.

Next up in the petrol range, the new 1.5 three-cylinder features the same TwinPower twin-scroll turbocharging and direct injection as BMW’s larger engines. So despite the fact that it is more powerful than the 1.2, it returns 62.7mpg and 105g/km of CO2. The Cooper S is also impressive – its fuel economy is over 5mpg better than the outgoing model, at 49.6mpg, and CO2 falls to 133g/km from 149g/km.

The diesels are the real economy stars. The lower-power 1.5 found in the One D will return over 80mpg and emits 89g/km of CO2, while the Cooper D’s more powerful version returns 80.7mpg and 92g/km of CO2. The manual gearbox is the cleaner choice, but the new auto has a coasting function and stop-start, helping to improve fuel economy.

Having a bigger, heavier 5-door does dent fuel economy slightly, but only by one or two mpg, with CO2 figures increasing by a similar amount.