Owners fell in love with their retro Minis

TORONTO STAR FILE PHOTO

First arriving in 2002, the Mini brought along a 115 hp 1.6 L four-cylinder engine. Shown is 2005 John Cooper Works model.

Mark Toljagic

SPECIAL TO THE STAR

A chance meeting between John Cooper and Aurelio Lampredi at the 1959 Italian Grand Prix is cemented in Mini folklore.

Having driven an early Mini prototype to the race, Cooper was accosted by Fiat engineer Lampredi, begging him to borrow the wee wundercar. Returning it hours later, the Italian heralded it as the future of automobile design before adding, “If it weren’t so ugly, I’d shoot myself.”

Most modern automobiles owe something to the Mini: unibody construction, front-wheel drive, transverse engine orientation and four-wheel independent suspension, among other things. Sir Alec Issigonis didn’t devise all its technology, but he successfully married it all in one impossibly small package.

Mr. Bean’s auto remained in production for 41 years, although exports to America ended in 1967 and Canadian sales petered out in 1979.

BMW bought the money-losing Rover Group in 1994 and, having failed to stem its heavy losses, dismantled the British automaker in 2000.

Sensing some brand equity, BMW retained the rights to the Mini nameplate and made plans to reinvent Britain’s minicar.

CONFIGURATION

Arriving for 2002, BMW’s new Mini was considerably larger than the 3-metre original — 58 cm longer, 50 cm wider and about 400 kg heavier — thanks to contemporary crash standards. Still, it faithfully replicated many of its styling cues.

The funky cockpit channeled the original Mini with its massive centre-mounted speedometer, metallic trim and retro toggle switches. Buyers were treated to standard air conditioning, power accessories and numerous safety systems.

The cabin was reasonably spacious; even the rear seat was big enough for two adults, although legroom was in short supply.

“When a car seat is installed, there’s no room for it to be occupied unless the person in the front seat is four feet tall,” one owner posted.

The new Mini was a hatchback with a deep cargo hold, thanks to the absence of a spare tire. Base models carried a can of sealant and a compressor, sufficient to limp to a service station (run-flat tires were optional).

Motivating the car was a DOHC 1.6 L four-cylinder built in Brazil by BMW and Chrysler. Naturally aspirated, it produced 115 hp and 110 lb.-ft. of torque.

A supercharged version of the same engine, making 163 hp and 155 lb.-ft. of grunt, powered the Cooper S, which came with a six-speed manual transmission rather than the standard five-speed. Optional on the base model was an automatic continuously variable transmission (CVT), which employed a steel belt between two cone-shaped pulleys.

A convertible model with a power top, rear glass window and integrated rollover bar was introduced for 2005.

The Mini Cooper hatchback was completely redesigned for 2007 — though it wasn’t immediately obvious — growing 6 cm longer and gaining a little more power.

Base models got a new 118 hp, all-aluminum 1.6 L four jointly crafted by BMW and Peugeot; performance-oriented S hatchbacks were now turbocharged, developing 172 hp.

A six-speed manual transmission was standard, while a six-speed conventional automatic, which replaced the CVT, became a popular option.

It would be 2009 before the convertible Mini would adopt the second-generation platform.

ON THE ROAD

Despite ballooning by 400 kg, the new car retained the same go-kart reflexes characteristic of the original Mini. It benefited from a multilink, independent rear suspension lifted from the previous-generation BMW 3-series, and rack-and-pinion steering — electric, so as not to draw horsepower.

The engine’s output came up a little short, just the same. The base model scampered to 96 km/h in 8.3 seconds, but only when the tach was flying and the air conditioner was idle. The supercharged S was better, sprinting to highway velocity in under seven seconds.

The second-generation models were fleeter, requiring 7.7 seconds in base form (with a stick) and 6.2 seconds with the twin-scroll turbo S.

Un-econobox-like performance to be sure, but they burned more fuel than you’d expect, owners warned, and premium grade at that.

Drivers also clucked about the Mini’s low-profile tires. While they generate copious grip, they exact a punishing ride — especially the run-flat tires with their rigid sidewalls.

“The run-flat tires are bricks,” blogged one. They’re also dear to replace.

WHAT OWNERS REPORTED

Owners revel in the Mini Cooper’s tossable demeanour, conversation-starter styling, retro interior and BMW breeding.

But in another nod to its roots, the English-built Mini exhibited plenty of headache-inducing mechanical setbacks.

“We have had it towed in three times . . . replaced the fuel pump, timing chain, exhaust manifold, throttle cable and tailpipe,” wrote the owner of a ‘07 model with 43,000 km.

There’s no one telltale problem, but rather a host of online complaints that include prematurely worn clutches, failed CVTs, electrical glitches, dead batteries, short-lived oxygen sensors, oil leaks, weak air conditioners, power-steering woes and cold-weather starting issues.

The Mini gets expensive to own post-warranty. But you may be grinning too much to notice.

We would like to know about your ownership experience with these models: Mazda Miata, Chrysler Aspen and Lexus IS250/350. Email: toljagic@ca.inter.net.

Mini

WHAT’S BEST: fun size, fun design, fun to drive

WHAT’S WORST: non-existent rear legroom, punishing ride, pricey repairs

TYPICAL GTA PRICES: 2004 - $12,900; 2007 - $23,500

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