2014 F56 MINI Cooper S Test Drive Review
BMW’s reinvention of the MINI as a sub-brand has proved to an effort that has been as remarkable as it has been immensely profitable. The original new MINI that debuted in 2001 spawned a number of derivatives, but it was on the second generation R56 MINI upon which the foundations of a full range of models was built, leading to new and not-at-all-mini body styles such as the Clubman, Countryman, Paceman, and Coupe.
Some may call it milking the brand for all its worth, but that’s business, and if you’re expecting BMW to let the untold millions it burned during its ill-fated acquisition of the Rover Group go un-recouped, that would be very naïve thinking indeed. Now in its third model generation, scope of the MINI project is set to widen even further; the all-new F56 MINI hatchback launched in Malaysia this year is set to spawn not only a further expanded range of MINI vehicles, but will also form the basis of a new range of entry-level front-wheel driven BMWs.
It is an ambitious brief, but based on past experience, one we know that BMW is well-equipped with the right know-how to pull off. In any endeavour, getting the basics right is an important pre-requisite to ensure success, meaning the pressure is on BMW get the F56 spot on to avoid messing up an entire generation of models which will share its fundamentals.
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| The 3,850mm-long MINI is almost as big as most modern B-segment vehicles. |
Prices & Variants
To start things off, the new MINI is offered to Malaysians in two familiar-sounding variants – Cooper and Cooper S – each in turn offered with enhanced package options that add RM20,000 to their respective OTR prices.
The base Cooper model is priced at RM178,888 before insurance; for the money, it offers automatic halogen headlamps, 16″ alloys, drive mode selection, ISOFIX mounts, auto wipers, fabric upholstery, and variable colour interior lighting. It’s audio system includes Bluetooth interface and steering-mounted controls. The optional Chilli package offered with this model adds LED headlamps, leather upholstery, dual-zone climate control, and MINI Connected infotainment system (read: BMW iDrive) with 6.5″ central screen.
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| Rotary knob with touch pad from BMW’s iDrive system is used in MINI as well. |
The more potent Cooper S, meanwhile, hits the road at RM228,888 without insurance, with its optional Wired package as tested in this review hitting RM248,888 – a BMW 320d, by comparison, costs RM248,800, albeit in CKD format. Much of the regular Cooper S’ equipment can also be found in the Cooper Chilli model, but paying the Wired package’s RM20,000 premium adds an enlarged 8.8″ centre screen with satellite navigation, voice control, Harmon/Kardon 12-speaker audio, and a foldable front centre armrest.
Interestingly, aftersales coverage varies by variant; the Cooper Chilli and Cooper S Wired models get 3 years / 50,000km of free servicing under the MINI Service Inclusive programme. In the regular Cooper and Cooper S models, this programme is offered as a RM5,900 add on.
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| This row of switches on the centre console reminds us of airplane controls. |
Specifications
Being the central element in a product strategy encompassing two brands, the MINI sits on the BMW Group’s all-new UKL transverse front front engine FWD platform that will not only underpin all of the F56’s derivative models, but a number of BMW models as well, starting with the 2 Series Active Tourer. Future prospects of this platform will expand to include the next generation 1 Series and X1. Back at the MINI end, this platform has also gone on to spawn the new five-door MINI hatch and second-generation Clubman.
Internationally, the F56 MINI is currently offered with a range of petrol and diesel turbocharged direct injection engines. Malaysia receives two from that catalogue and they are both, predictably, petrol powered. Replacing the venerable 1.6-litre Prince engines, the new MINI powertrains are part of the larger BMW Group’s modular engine strategy that will see all future BMW engines displace a common capacity of 500cc per cylinder – three pots in the 1.5-litre Cooper and four in the 2.0-litre Cooper S reviewed here.
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| Measuring 1,727mm across its bow, the MINI is wider than the Honda Jazz and Ford Fiesta. |
Both versions of the MINI come with 6-speed automatic transmissions as standard in our market, and either version you choose, the MINI promises exceptional combinations of performance and economy typical of recent vintage BMW Group engines. On paper, the Cooper’s 1.5-litre 3-pot gets things off to a strong start, pushing out 136hp and 220Nm (incidentally identical to the BMW 316i) whilst taking in fuel at a rated 4.7 l/100km in the European combined cycle. Flat out, it’ll complete the century sprint in 7.8 seconds before running out of answers at 210kph.
In comparison, the 192hp/280Nm Cooper S here has access to 233kph at full pelt, requiring a full 1.1 seconds less than the Cooper to hit 100kph from rest. Fuel consumption is rated at 5.4 l/100km – 15% more than the Cooper. Our test consumption doubled that figure, an entirely understandable outcome – impressive even – considering our test route and heavy throttle applications. In the real world, we anticipate figures in the region of 8.0 l/100km to be realistically achievable for the Cooper S.
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| Retro fuel cap. |
Exterior
Continuing the progress set in motion by the original R50 new MINI and its successor, the second-generation R56, the new third-generation F56 MINI unsurprisingly maintains an evolutionary styling direction. Size-wise, the new model occupies a much larger footprint than before, but the basic proportions are maintained with many of the familiar styling cues present and accounted for.
Stretching 3,850mm long by 1,727mm wide, the new MINI has not only grown in all directions from its predecessor, it has done so by considerable margins. Compared to mass market B-segment vehicles such as the Honda Jazz and Ford Fiesta, the MINI is actually shorter in length but wider across its span – the visual effect being that it is now a very portly looking vehicle. It has gained some kilos too – tipping the scales a full 95kg heavier than its predecessor in Cooper S format.
As we would elaborate later, the MINI’s increased size in both dimension and weight terms exert substantial implications to its driving experience. Aesthetically, the added inches around its waist manifest keenly in the flesh – to say the MINI no longer looks mini is a gross understatement. The light clusters in particular, have been magnified to grow in tandem with the vehicles enlarged overall dimensions and look hilariously oversized as a result – particularly the tail lights, which look wider than we ever recalled in a MINI, of any variation.
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| Those tail lights are comically big. |
Interior
Much like its exterior, the new MINI’s cabin is, at first glance, much similar to its predecessor, although close examination reveals greater levels of thought has been placed on its underlying ergonomics. Control switches now sport a more logical layout and a lot less confusing to acclimatize. Indeed, the standout achievement of this cabin is to retain the predecessor’s distinctive visual identity whilst improving functionality.
The large central binnacle where the huge speedometer once resided in is still present, but it now plays a more conventional role of housing the MINI Connected display screen. An illuminating ring lines the binnacle’s perimeter showing a very abstract representation of the tachometer when on the move and illuminating green when the auto stop/start system deactivates the engine at a standstill.
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| Central speedometer design is abandoned, but instrument panel is still affixed to steering rack. |
Displaced from its traditional position, the speedometer is now relocated to a standing instrument cluster attached directly to the steering column, flanked by a narrow tachometer on one side and an 8-bar fuel gauge on the other. For the driver, this represents a more straight forward readout of information than the previous arrangement, consisting of the central speedometer at one place, and the steering column-mounted tachometer at another. Together with better defined centre console cubby holes and the reconfigured control layout, the cabin’s forward section has in essence become easier to use without any notable sacrifice of the visual quirkiness that defines the MINI’s appeal.
Fewer things have changed aft of the B-pillar, however, where accommodations remain cramped and luggage space limited; an unavoidable packaging constraint in order to fit independent rear suspension within its limited confines. Rear seats, which come fitted with ISOFIX mounting points, are sculpted to accommodate only two occupants and the hatch opens to a mere 211 litres of boot space – forget about carrying anything bigger than compact cabin-sized suitcases.
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| Don’t expect much in the way of rear accommodation. |
Driving Experience
As much as its distinctive modern-retro styling, the MINI’s essence is just as equally defined by its driving experience. We have all read enough reviews of various versions of the MINI largely centering on one theme, the famous ‘go-kart’ handling. It is an integral characteristic of the MINI and, romantic as it sounds, can actually be a double-edged sword – for its upside of entertaining with hilariously direct handling, it also tortures with a ride quality that can be extremely brittle.
Much like the rest of the car, the new F56 MINI tries to strike a happier balance in its dynamic characteristics – one that can be highly enjoyable without being too taxing to live with. Indeed, it becomes quickly clear within a few kilometres of driving that some of the predecessor’s rough edges have been polished off – the dampers are notably more effective in isolating high frequency road imperfections, although a lack of suspension travel mean that sharper undulations are acutely felt. Still, improvements in composure is definite and the car is consequently less jumpy going around bends where surfaces are less than ideal.
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| Notice the MINI detailing in the headlight assembly. |
In a time where downsizing has become in vogue, the Cooper S’ movement in the reverse direction going from 1.6 to 2.0 litres seem like an odd decision on BMW’s part, improved fuel consumption notwithstanding (from 6.7 l/100km previously). What can’t be argued, however, is the new engine’s impressive grunt and eagerness to be exploited. Propelling the Cooper S to unfeasible speeds is an effort that requires minimal exertions and nailing the throttle generates hilariously brutal acceleration. At times, it feels like the engine is able to generate too much speed for the car’s own good, a sure sign that its firepower is to be respected and not wielded irresponsibly.
With an upsized engine and bigger body, the new Cooper S is not only heavier than its predecessor, it also carries more of its weight over its front axle. This, as you would expect, is less than ideal circumstance for a car that prides itself on driving dynamics and it shows. Now, the new MINI is by no means a slow or lumbering giant, but the increased understeer bias from its predecessor is obvious and turn-in has become less keen. In day-to-day driving, it is still a satisfyingly agile machine, but push it hard around tight B-roads, there’s no hiding the new model’s added bulk.
We have yet to test the regular Cooper at the time of writing, but feedback from media colleagues who have tell us that the new three-cylinder motor is hardly found wanting for pace and is quite a delight to rev hard. With less kilos resting over its front axle, we reckon it should also be nimbler and more agile around bends.
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| Frameless door design continues from previous MINI. |
Verdict
Replacing a well-loved car is always a tough ask for any company, but if any company can pull off such a task with aplomb, you can always count on BMW to do it. The new MINI will undoubtedly have the purists once again crying foul for its product dilution and its bloating waist line, but it is an inevitable product direction, the MINI has grown and matured, becoming more refined and pleasant to live with.
It would be foolish, however, to think that this added maturity has robbed the new MINI of its fun-loving character. Much of the MINI’s trademark quirkiness – both in its appearance and driving experience – remain largely unblemished; and that in turn ensures that the same appeal that has spawned two successful generations of the reincarnated MINI remains intact to secure success for a third generation.
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