In a Nutshell: Noisy and quirky, but good space efficiency, and more comfortable than I expected.
I’m still waiting for the CL-requested reviews of 2010-model vehicles to get into local D.C.-area dealerships so I can have access to them (the 2010 Prius should be a few weeks now, the Lexus RX450H not till July, and the Camaro RS/SS models are coming in now but all pre-sold and not available for test-drives). So, in the meantime, my brother expressed some interest in the new Mini Cooper Clubman (enough interest for a review), so, for him, and for anyone else interested in it, I decided to look at it and share my findings with all of you guys.
In 1959, Alec Issigonis, a Greek-born auto designer who came to England, working in conjunction with the British Austin Motor company, introduced one of the most radical (for its time), far-reaching cars in history, though there is some question as to just how much of it was his idea and how much was that of his staff. The tiny, Munchkin-sized Mini, with its box-square styling and transversely-mounted, in-line engine with front-wheel-drive for maximum space efficiency and traction, was clearly 20-25 years ahead of its time. It eventually, by the 1970’s and 80s, revolutionized the design of a majority of the world’s vehicles, which adopted the basic transverse-engine design. The design so impressed the powers-that-be in England that Issigonis was knighted by Queen Elizabeth….hence the title Sir Alec Issigonis.
Americans, however, used to the 19-foot long, shark-finned, chrome-laden, 350 HP dinosaurs of the period, laughed at the Mini (though Americans were starting to buy the competing VW Beetle in increasing numbers). And, indeed, compared to a Cadillac or Lincoln of the period, the Mini was ridiculously small, and could probably fit into a 1959 Cadillac or Lincoln trunk. Of course, the Mini had the notoriously poor Lucas electrical system that was the bane of most British-designed cars of the period, and that certainly didn’t help endear the car to many Americans either, though the open-top British two-seat roadsters did find somewhat of a market here back then. But, in Europe, the Mini’s popularity took off like free beer at an Irish pub. The Cooper firm, who did Formula 1 racers, tweaked some Minis, and the first Mini-Coopers were born.
The rest, of course, is history. I won’t go into all of the cars and SUVs that the original Mini design influenced…that is well-known by now. But, by 2000, the rights to the Mini design had been bought up by the German BMW company (though the car was, and is, still manufactured in Britain), and their marketers decided that now was the time to try and sell it in America. The first modern, state-of-the-art Minis arrived here about a year or two later and became an instant success….waiting lines at dealerships and price mark-ups became commonplace. In fact, BMW probably could have sold a lot more of them here than they did, had the Mini dealership network been a little more widespread (only certain BMW dealerships were given Mini franchises). In my area, for instance, one of the best new-car markets in the country, there are only 2 certified Mini dealers within 50 miles of my house, and it takes a little effort to get to either of them.
The new Mini-Coopers were first marketed in one body style, a three-door hatchback, and in base and supercharged S-Models. The John Works company, a noted tuner, soon added especially-tweaked models that carried a full dealer/factory BMW warranty. A convertible model was added, with an unusual feature that allowed the covertible top to be partially-opened and simulate an open sunroof. Then, a redesign was done a few years ago that slightly enlarged the car, exchanged supercharging for turbocharging, changed the hood-opening, and added the lengthened, utilitarian, Clubman body style that could haul more inside. But the same cute Mini syling that turned so many heads was still kept…BMW marketers decided not to mess with success.
Unlike the trouble-plauged Minis of 40-50 years ago with the typically poor British build quality, the 21st-century Minis have been quite a bit more reliable for day-to-day driving. But, according to Consumer Reports, the reliability record of the newer models has been inconsistant, and varies by year and component from better-than-average to worse-than-average, so buying a new one is still at least a litte bit of a gamble. But the old days of the Lucas components in Minis constantly shorting out and even burning up are, of course, just that….long gone.
Today, several trim lines of Minis are offered, in base, Cooper S, and John Works versions. There are 3-door hardtops/hatchbacks, 3-door convertibles, and Clubmans. Three engines are offered, a base, normally-aspirated 1.6L four a 118 HP, a turbocharged, 172 HP version of the same engine in the Cooper S models, and a High-Output, turbocharged, John Works version with 211 HP. Two transmissions are offered, a 6-speed manual and a 6-speed Steptronic automatic with shift paddles and manual Sport-Shirt lever. A amazing number of dealer-approved trim and accessory parts are offered, such as American or British-flag roofs, mirrors, checkered-flag racing patterns, etc… (see the web site for details). Roofs are available in a number of colors and patterns for a custom effect, and you can practically order a Mini to your own completely original tastes. And if the dealerships themselves don’t offer enough, there is a huge, cultish, aftermarket-accessory choice as well.
I disagree with the way the American auto press has handled the new Minis. They have generally painted the car, especially in convertible and bright-colored versions, as “girlie” or “feminine” cars; more or less the same way they stereotype VW Beetles and Cabrios. This, IMO, is grossly inaccurate, and is a good example, among many, of why I never joined the auto press myself. There is no reason whatsoever; absolutely none, why a male can’t enjoy top-down driving fun in a Mini (or Beetle) convertible on a nice day, or in any other Mini model, such as the Clubman I drove today. And, IMO, it would certainly be tough to paint a John Works model, with its high power-to-weight ratio and performance-oriented chassis, as a car for wimps.
And, though John Works models start at 28K, they can get expensive with customization and accessories. One in the showroom today had a $45K marked on the window, though the dealer was discounting it down in the upper 30s.(I don’t know anyone that would pay $45,000 for a Mini, and certainly wouldn’t recommend it).
So, enough of the car’s history….on with the review, At my brother’s request, I chose a bright red, base-model Clubman with a silver roof/rear end for today’s review. It listed for a reasonable $25,000, and would have been less without several big options, such as the Steptronic transmission (which it had). It had a black leather (or maybe Leatherette?) interior, and several multi-colored interior factory trim parts (see the option list below). An interesting but quirky car, to say the least, with a number of good and bad points……read on.
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