2nd Gen Coupe CoupÃ© First Drive by US Journalists

Nathan · Sep 26, 2011

As reported elsewhere here on M/A MINI USA wined and dined The US Automotive press in Tennessee recently. The first articles are starting to trickle out.

Instead of you having to seek them out I'll do my best to find them and post here.

We start with this one from Motor Authority.

There are at least two ways to look at the arrival of the 2012 MINI Cooper Coupe: "Yay! Another MINI to love!"; and, "Another MINI? Why?" Whichever camp you fall into, the MINI Coupe shouldn't be called just another MINI, despite the fact that it very much is.

Before we can make sense of that statement, we'll need to make a quick check of the facts: the 2012 Coupe is powered by the same engines (a 1.6-liter four-cylinder, and two turbocharged variants), is offered in the same trims (Cooper, Cooper S, and John Cooper Works), and has a nearly identical slate of infinitely variable customization options for its roof, stripe, wheel, vinyl, and interior packages. It also adds MINI Connected to the mix, tapping its technological liaison at BMW for Apps functionality like the MOG music subscription service and may more. In other words, it's at least as MINI as any other MINI, despite being even more mini in a way that makes it a very different MINI.

In search of un-MINI-ness

Huh? It's OK to be confused. The MINI Coupe, at first glance, looks much like any other (new) MINI you've ever seen: a cute, friendly face, large round headlights, a short hood, small exterior dimensions, and a slab-sided nod to the brand's past. But once you look past the similarities, things diverge quickly.

There's no square back, for instance, to complete the classic two-box design of the Cooper hatchback, Clubman, or Countryman. Nor is there a true three-box design, however much MINI might say there is; instead there's a sharply sloping rear hatch that meets a very stubby decklid that almost immediately disappears into the bluff rear. Speaking of sharp slopes, looking back to the front of the car, you'll notice a much more heavily-raked windshield.

The combination of these elements around the greenhouse are what earns the MINI Coupe its name, and they're also what move it well outside usual MINI territory. Why? Because they're aggressive. Topping the aggression of the sharp slopes is a spoiler that grabs air and flushes it down the almost-flat rear window to keep it clean, and, on equipped models, usher yet more air over the active rear spoiler. MINI calls the whole roof shebang a "helmet." It also seems rather proud of the word and the design, so we wouldn't be surprised to see both the style and the terminology move to other models in the lineup, perhaps first with the soon-to-be-produced Paceman.

An active rear spoiler is itself another aggressive mark: raising once you've passed 50 mph and receding again below 37 mph, the spoiler's upward movement drops a hint to nearby motorists that there may be something more than MINI-branded sunshine hiding within the little Coupe.

In John Cooper Works trim (where we spent most of our day-and-a-half with the car), the Coupe lives up to this new-found aggression with verve. Pin the throttle and after a fairly short delay to spin up the turbo, you'll soon be accelerating toward whatever's framed in your windshield with surprising, if not break-neck, speed. The MINI Coupe claims a 6.1-second 0-60 mph time in JCW trim, making the quickest MINI to date. It can carry on to 149 mph, making it the fastest MINI yet, too. So, if you're looking for the hottest of MINI's range, look no further.

It's quick, but...

But what about handling? Has the transition to the Mighty Helmet and a dash of aggro costumery done anything to futz with MINI's well-deserved rep for front-wheel-drive prowess? Of course not. If anything, this is the best MINI I've driven, and I've driven them all--except the Countryman--to submission in numerous autocross and road course settings.

The Coupe, perhaps owing to its slightly better rearward weight distribution (an artifact of its more complex rearward construction), is more ready to provide the initial rotation you need as you enter a corner at speed. It also maintains this yaw angle with ease, never feeling like it's about to spin around and carom off into the weeds, cones or walls, even with all of the electronic nannies fully disengaged. Perhaps best of all, it may well be the most difficult front-drive car to ham-fist into "terminal understeer," a term bandied about too readily by many car writers, but nonetheless a real thing. Except in the case of very sophisticated, highly tuned, and largely unstreetable racing applications, once a front-wheel drive car transfers enough weight to its outside front tire in a turn to lift the inside rear wheel, it's very hard to prevent the car's trajectory from devolving into an ever-wider, often pavement-departing, arc.

The MINI Coupe stolidly refuses to do this, even when deliberately provoked. It will, in response to truly wild and belligerent gesticulations by the driver, eventually enter a state very near to terminal understeer, but even then, a suitable application or removal of throttle can shift enough weight rearward to re-seat the floating corner and return handling back to more predictable zones.

The MINI Coupe is, simply, very fun to drive.

You might notice I didn't append any qualifiers on that declaration of fun; no hanging "for a front-driver," nor a dangling "as far as hot hatches go,"--not even a passive-aggresive, "for a car under 300 horsepower." That's because it needs none. The fun of rear-drive, 300-700-horsepower, properly pedigreed coupes is no secret. Nor should the fun of a well-engineered, properly-tuned, and eminently balanced little MINI be one, either, any more than it should require a shameful appendage on a declaration of genuine enjoyment.

There is, of course, a whole lot more to know and learn about the 2012 MINI Coupe, but I only spent a handful of active hours with it over the course of a 36-hour whirlwind trip. I could tell you that it readily adapts to rain and fog; that plaid-wrapped Appalachian bluegrass string bands jar against its primary hues; and that despite being the MINI-est MINI of them all, ours readily gobbled up well over 12 feet and 400 pounds of overfed automotive writers--plus their gear--before asking for dessert. But the details will have to wait until I've spent a full week or more in the car.

Always bring a towel

Tempering my enjoyment of the car in the shorter term, however, were a handful of oddities that are largely common to the MINI line, and one that isn't.

The common things--switch locations, the lack of a touchscreen interface on a device that has been, quite literally, made the center of attention for anyone within the car, and the similarly ludicrous ergonomics of controlling it or nearly anything inside the car--can probably be dispensed with if you're a MINI acolyte. They can even be learned to be lived with, I'm assured by my MINI-convert friends, and I'm open to that idea.

But the one thing that's unique to the Coupe, and which, in many eyes, may be its most redeeming--nay, attractive--characteristic is the one thing that Clockwork Oranges my Malcolm McDowell eyes open and makes me wonder over what horrors I've done in my past to deserve the display presently in front of me: the Helmet. But not only the Helmet; also the line where the Helmet bends down, presumably over the Coupe's ears, as a helmet would, to protect those most essential but awkwardly exposed devices, just aft of the passenger window. There it meets with the C-pillar, a miscegenation of innumerable geometric entities, bisected with injection-molded joint lines, obscuring a curious hollow-pillar scaffold behind its glassy shell.

This little section of the car, which allows the rest of the Helmet roof to look, at a glance, as if it depends from nothing but the peak of the devilishly slanted A-pillar, is a sort of psychological black hole. Once my mind is sucked into this area of the Coupe's design, I can't get out, and my thoughts can't travel quickly enough to get back out to others to warn them of the event horizon. Nor can others' thoughts get in to warn, or possibly help, me as my consciousness is spaghettified into nothingness by the immense pull of this singularly inexplicable design decision.

Don't panic! As many of my colleagues assure me, a simple preventive exists: simply order your car with a black roof. It minimizes the contrasts likely to initiate any design-gravity warp, and has so far worked well for me, having restricted myself to viewing the 2012 MINI Coupe only in such configurations.

Disclaimer: MINI flew me, in a roundabout fashion, to Nashville, where it plied me with the opportunity to purchase very expensive denim wear out of my own pocket, a meal fit for a royal family, and a night's stay in the most comfortable, well-furnished shoe box I've ever had the pleasure to find, in order to allow me to drive the 2012 MINI Coupe so that I might relay to you my impressions.
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Source - 2012 MINI Cooper Coupe: First Drive

Steve · Sep 26, 2011

Good article. Had to click the link to learn the author's name (Nelson Ireson) because I really like his writing style.

Jafar · Sep 26, 2011

The linked article also has some Hi-Res photos.

Nathan · Sep 26, 2011

From Popular Mechanics

What's New: While the Mini Coupe is the first two-seat Mini, it has the same wheelbase as the four-seat hardtop sedan. Thanks to a standard front airfoil, it's actually a few millimeters longer than that car. But the Coupe is its own animal, visually and structurally. It sits an inch lower than the Cooper sedan, which gives the Coupe a sportier aura, and the car's greenhouse and roof convey the sports-focused message. The windshield rakes back 13 degrees more steeply than that of the rather boxy Cooper four-seater, and a swooping, fixed "backward baseball cap" rear wing gives the Coupe an Audi TTish lid. Add the secondary wing that deploys off the hatch at 50 mph (and automatically retracts at 37 mph) and the car gets even more looks on the highway. The Coupe is also stiffer, with slightly more frontward weight bias and a more rigid frame structure, especially in back, where a torsion wall divides the front seats from the stowage space.

Tech Tidbit: The torsion wall behind the seats was engineered to stiffen the Coupe (and the Roadster, which comes out in February). Stiffer rocker sills were borrowed from the Mini Convertible for precisely the same reason—so engineers wouldn't have to make massive structural changes to the Roadster. That's one reason why the Coupe is actually a slightly heavier car than the four-seat sedan, despite a lighter transmission and a few more aluminum suspension pieces (the rear control arms).

Driving Character: We test drove the Mini Coupe on the undulating, fun backroads outside Nashville, but it was easier to push the limits of both the S and JCW models on an autocross course set up for us outside of LP Stadium, home of the NFL's Tennessee Titans. Both Coupe models have flexible torque curves, so acceleration is quick (Mini says the Coupe has the best 0–60 times of all Mini models: 6.5 seconds for the S and 6.1 seconds for the JCW). The stiffer structure is obvious; the car darts back to a neutral balance more quickly than the sedan does, and you can induce a bit of oversteer by lifting off the throttle as you wind around an apex (add more brake if you want even more rotation). Of course, to have this kind of fun you must disable the standard DSC (Dynamic Stability Control) and DTC (Dynamic Traction Control). You can mostly override these, though Mini product manager Vinnie Kung explains that a "save your ass" mode still exists; the systems "wake up" at about 45 degrees of rotation to prevent the Coupe (and all such-equipped Mini and BMW models) from completely spinning out.

Favorite Detail: The Coupe is comfortable enough for long hours of driving, and it's the most viscerally engaging Mini—which is a high bar. It's not only quick, but the flexible, forgiving engine and transmission mean you're not rowing all day. And despite our early expectation that the cabin might be gun-turret confining, the raked back windshield and wraparound backlight offer excellent outward visibility, so driver confidence soars.

Driver's Grievance: The biggest limitation on the Coupe—and any Mini, really—is the default to front-wheel drive. While we tested cars with EDLC (Electronic Differential Lock Control) that attempts to redirect power between the two front wheels, simple physics still holds sway; get on the gas out of a turn too quickly, without applying assiduous trail braking, and wheelspin as well as torque steer throw you off line. None of there are real issues for everyday driving, but if Mini ever wants a true performance following, it may have to follow Audi's lead with Quattro and engineer a rear-wheel-biased AWD system.

The Bottom Line: In a parking lot, two 40-something women approached the Coupe. They were all over the car, peppering me with questions from pricing to how much room is in the hatch (9.8 cubic feet). They sat in the car, and one of them was so captivated she was thinking about trading in her Lexus. Later, at the airport, waiting for my delayed flight, I showed a few 30-something guys some photos of the Coupe. They smirked and suggested that the Mini was still too "cute" for them. (One drives a Toyota pickup. The other has a WRX.) This is an anecdotal snapshot, sure, but it's a telling example of Mini's uphill battle to make the Coupe "butch" enough to appeal to male sports car fans.

Then again, U.S. Mini sales are up an astonishing 26 percent for 2011, so the carmaker must be doing something right. And if you compare the Coupe to its more natural foes such as the Mazda Miata or the Nissan 370Z there's plenty to like here, including a far slicker interior that's more useful, roomier and more accommodating of larger folks. And compared to the Miata, the Coupe is quieter and more composed for interstate use.
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Nathan · Sep 26, 2011

From Popular Mechanics

What's New: While the Mini Coupe is the first two-seat Mini, it has the same wheelbase as the four-seat hardtop sedan. Thanks to a standard front airfoil, it's actually a few millimeters longer than that car. But the Coupe is its own animal, visually and structurally. It sits an inch lower than the Cooper sedan, which gives the Coupe a sportier aura, and the car's greenhouse and roof convey the sports-focused message. The windshield rakes back 13 degrees more steeply than that of the rather boxy Cooper four-seater, and a swooping, fixed "backward baseball cap" rear wing gives the Coupe an Audi TTish lid. Add the secondary wing that deploys off the hatch at 50 mph (and automatically retracts at 37 mph) and the car gets even more looks on the highway. The Coupe is also stiffer, with slightly more frontward weight bias and a more rigid frame structure, especially in back, where a torsion wall divides the front seats from the stowage space.

Tech Tidbit: The torsion wall behind the seats was engineered to stiffen the Coupe (and the Roadster, which comes out in February). Stiffer rocker sills were borrowed from the Mini Convertible for precisely the same reason—so engineers wouldn't have to make massive structural changes to the Roadster. That's one reason why the Coupe is actually a slightly heavier car than the four-seat sedan, despite a lighter transmission and a few more aluminum suspension pieces (the rear control arms).

Driving Character: We test drove the Mini Coupe on the undulating, fun backroads outside Nashville, but it was easier to push the limits of both the S and JCW models on an autocross course set up for us outside of LP Stadium, home of the NFL's Tennessee Titans. Both Coupe models have flexible torque curves, so acceleration is quick (Mini says the Coupe has the best 0–60 times of all Mini models: 6.5 seconds for the S and 6.1 seconds for the JCW). The stiffer structure is obvious; the car darts back to a neutral balance more quickly than the sedan does, and you can induce a bit of oversteer by lifting off the throttle as you wind around an apex (add more brake if you want even more rotation). Of course, to have this kind of fun you must disable the standard DSC (Dynamic Stability Control) and DTC (Dynamic Traction Control). You can mostly override these, though Mini product manager Vinnie Kung explains that a "save your ass" mode still exists; the systems "wake up" at about 45 degrees of rotation to prevent the Coupe (and all such-equipped Mini and BMW models) from completely spinning out.

Favorite Detail: The Coupe is comfortable enough for long hours of driving, and it's the most viscerally engaging Mini—which is a high bar. It's not only quick, but the flexible, forgiving engine and transmission mean you're not rowing all day. And despite our early expectation that the cabin might be gun-turret confining, the raked back windshield and wraparound backlight offer excellent outward visibility, so driver confidence soars.

Driver's Grievance: The biggest limitation on the Coupe—and any Mini, really—is the default to front-wheel drive. While we tested cars with EDLC (Electronic Differential Lock Control) that attempts to redirect power between the two front wheels, simple physics still holds sway; get on the gas out of a turn too quickly, without applying assiduous trail braking, and wheelspin as well as torque steer throw you off line. None of there are real issues for everyday driving, but if Mini ever wants a true performance following, it may have to follow Audi's lead with Quattro and engineer a rear-wheel-biased AWD system.

The Bottom Line: In a parking lot, two 40-something women approached the Coupe. They were all over the car, peppering me with questions from pricing to how much room is in the hatch (9.8 cubic feet). They sat in the car, and one of them was so captivated she was thinking about trading in her Lexus. Later, at the airport, waiting for my delayed flight, I showed a few 30-something guys some photos of the Coupe. They smirked and suggested that the Mini was still too "cute" for them. (One drives a Toyota pickup. The other has a WRX.) This is an anecdotal snapshot, sure, but it's a telling example of Mini's uphill battle to make the Coupe "butch" enough to appeal to male sports car fans.

Then again, U.S. Mini sales are up an astonishing 26 percent for 2011, so the carmaker must be doing something right. And if you compare the Coupe to its more natural foes such as the Mazda Miata or the Nissan 370Z there's plenty to like here, including a far slicker interior that's more useful, roomier and more accommodating of larger folks. And compared to the Miata, the Coupe is quieter and more composed for interstate use.
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Steve · Sep 26, 2011

Another good article, but what is a "flexible" torque curve?

"Both Coupe models have flexible torque curves..."

grodenglaive · Sep 28, 2011

Interesting reads, I like the event horizon reference. One thing though: the first article says the weight distribution is more rearward than the regular cooper, while the 2nd article says the opposite.:confused5:

Nathan · Sep 28, 2011

grodenglaive said: ↑

Interesting reads, I like the event horizon reference. One thing though: the first article says the weight distribution is more rearward than the regular cooper, while the 2nd article says the opposite.:confused5:
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The latest WRR has an extensive bit about the Coupe from Nathanial who was on-site when the episode was recorded. He reported that the front:rear weight is more rearward than the Hardtop.

Nathan · Sep 28, 2011

Automobile Magagzine write-up

Looking at the size of its lineup, Mini's portfolio is anything but mini. Currently, the automaker sells twelve different models based on four different body styles. By the end of the year, those figures will swell to fifteen and five, respectively. Come 2013, new additions like the Roadster, the Paceman, and the Goodwood will increase the model count to a Porsche 911-like twenty-two.

Is that overkill? It depends who you ask. Mini USA vice president Jim McDowell doesn't think that the firm is "slicing the salami too thin," but rather, launching new products catering to the unique wants and needs of different customer bases. In the case of the 2012 Mini Cooper Coupe, however, that base may be quite small.

All-New From The Waist Up

In some ways, the Coupe steps on the toes of other Mini models, particularly the standard four-passenger hatchback. From the beltline down, the two models -- in Cooper, Cooper S, or John Cooper Works (JCW) form -- are virtually identical, sharing powertrains, bodywork, and most chassis components with one another.

But when it comes to styling, the Coupe steps out from the hardtop's shadow. Much like the 2008 concept car of the same name, the Mini Coupe adopts a rakish, low-slung roofline, inspired in part by vintage tuner Minis like the Broadspeed GT. According to product planner Vinnie Keung, this not only is supposed to lend the car a more masculine feel, but also lure in buyers who long for the likes of an Audi TT or a Mercedes-Benz SLK but who may not have the means to acquire one.

To enhance that boy-racer feel, the Coupe's windshield rake is now thirteen degrees lower, while a rounded roof -- painted either black or silver -- breaks away from the two-box form traditionally associated with Minis. A spoiler is integrated into the trailing edge of the roof, and helps direct airflow towards another spoiler, which pops up from the stubby decklid at speeds above 50 mph.

Predictably, adopting such a rakish roof sacrifices some interior volume. Though the Coupe's cabin is largely identical to most other Mini models, the biggest departure lies with the back seats: there aren't any. Instead, Coupe models make do with a moderate-sized package shelf -- perfect for backpacks, purses, camera bags, or other small parcels. Behind that, the Mini Coupe offers 9.8 cubic feet of cargo space, roughly half that of the hardtop when the rear seats are folded. A lockable pass-through not only allows some provision for longer items, but also lets the driver and passenger to access things stored in a small cubby located just behind the bulkhead.

Mostly The Same Mechanicals

Though it restricts cargo space, that bulkhead serves a purpose. The transverse brace, along with reinforced rockers (borrowed from the Mini convertible) and a reinforcement in the cargo floor, make the Coupe's body stiffer than that of the hardtop. Apart from firmer dampers, stiffer springs, and some aluminum control arms at the rear, the Coupe's suspension arrangement -- MacPherson struts in front, a multi-link setup out back --- isn't any different from hardtop or convertible models. Unsurprisingly, suspension tuning is much like any other Mini. Cooper models are the most genteel, while JCW models exhibit a buckboard-stiff ride but would be perfect for tearing up a track.

Likewise, powertrain offerings are also identical. Base Cooper Coupes make do with a 121-hp, 1.6-liter DOHC I-4, which sends its power through either a six-speed manual or a six-speed automatic transmission. Stepping up to the Cooper S ushers in forced induction; a turbocharged 1.6-liter I-4 produces a healthy 181 hp and 177 lb-ft of torque. For the ultimate in power, look no further than the John Cooper Works, where a revamped version of the same turbocharged 1.6-liter makes up to 208 hp and 192 lb-ft of torque.

Looks Like A Cooper S, Drives Like A Cooper S

Mini expects most Coupes will be sold in Cooper S form, so it wasn't too surprising we spent most of our time during a recent press drive in Nashville, Tennessee, behind the wheel of a bright red Cooper S.

What's it like? Very much like almost any other Cooper S. Despite its front-wheel-drive platform, the Mini is remarkably fun to toss around on tight roads thanks to quick, well-weighted steering, coupled with impressive grip and little body roll. In corners, the Mini exhibits a little understeer when pushed very hard into a corner, but lifting off the throttle helps bring the car's hind end around once again. Torque steer occasionally rears its head during hard acceleration runs, especially when attempting to launch the car on slick or broken surfaces.

The turbocharged 1.6-liter exhibits a little turbo lag right off the bat, although the four-banger provides a stout 177 lb-ft from 1500 rpm through 5000 rpm. Throttle response quickens when sport mode is activated. The six-speed manual offers short, smooth throws and a well-weighted clutch, but even the automatic is enjoyable. The transmission is smooth, quick to adjust to throttle input, and manual inputs -- by way of both the shift lever and two steering wheel-mounted shift paddles -- are delivered remarkably quickly.

Sacrifice for Style

We noticed a little more wind noise from the window glass than we've experienced in Mini hardtops, but the Coupe's biggest drawback is visibility. While the raked windshield doesn't eat hinder the driver's forward view all that much, rearward vision is compromised. Small quarter windows help reduce blind spots, but the mail-slot rear window provides a limited view of traffic behind you, and is further hindered when the decklid spoiler is deployed.
Though the Coupe offers the same agility, power, and sophistication we've come to expect from other Minis, it may puzzle bargain hunters. After all, Coupes - regardless of trim level -- command nearly $2000 more than a comparable hardtop, yet offer half the seating and cargo space. Those considerations may not matter to those who swoon over the racy looks and the quirky roofline, but we suspect that may indeed be a very thin slice of total Mini buyers.
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Source - First Drive: 2012 Mini Cooper S Coupe - Automobile Magazine

Nathan · Sep 28, 2011

Motor Trend

The Most Entertaining Mini Ever

Call it what you want -- just don't call it boring. If you're struggling for a descriptor, call it a trailblazer, because the all-new 2012 Mini Coupe touts some significant brand firsts: It's the first Mini with room for only two; the first to have active aerodynamics, and the first to be engineered with what designers call a three-box structure. (More on this later.) And here comes the biggie: Nearly everything about this Mini -- particularly in sportier John Cooper Works form -- is honed specifically for "optimum performance" and supposedly entertains drivers "even better" than the rest of the lineup.

In the flesh, the Mini Coupe is a car that makes you go, "Hmmm." Its design takes some getting used to, which isn't necessarily a good thing. But it is unmistakably Mini. Nothing can really prepare you for its smushed A-pillar, wraparound rear glass, and intriguing ba-donk-a-donk. (Yes, gentlemen, you can put a drink on this "Grand Turismo-style" booty and it won't topple over.) OK, I take that back. Maybe a Red Bull marketing car equipped with cute co-eds and a ginormous mock beverage could serve as adequate preparation. But that's about it.

Like other similarly equipped Minis, the JCW edition dons a wardrobe fit for the circuit. Aggressive fascias fore, aft, and at its flanks replace the more sedate versions. Bigger 17-inch alloys, a 0.4-inch lower spring height, sturdier anti-roll bars, central exhaust, and bigger (12.4-inch front, 11.0-inch rear) brakes differentiate the Coupe from other siblings, while also upping its athleticism. An integrated roof spoiler set at the latter half of its contrasting "helmet" directs air down to an active rear spoiler that rises at 50 mph. Both provide 88 pounds of additional downforce while travelling at the Coupe's electronically limited 149 mph top speed. Having all that push to the ground has does have a negative effect, mostly in the form of a slightly higher drag coefficient that's up to 0.35 versus a slipperier 0.33 of the base Cooper hardtop. If you're wondering, no Coupe can be had with a color-matched helmet.

Aside from the JCW bits, the Coupe also touts a new three-box body structure, meaning it's specifically segmented for different purposes -- engine compartment, passenger space, and cargo area -- unlike other Minis that meld two of the three. Compared to the base Mini Cooper hardtop, the JCW Coupe is 0.4 inches longer (147 inches) and 0.9 inches squatter (54.5 inches), but its width and wheelbase remain the identical at 66.3 inches and 97.1 inches, respectively. Its A-pillar gets slanted a further 13 degrees to help it achieve its sleek, skinny profile. The JCW tipped our scales at 2707 pounds, a 172-pound gain over a stick-shift-equipped base edition (claimed weight of 2535 pounds).

But as we immediately found out with a flick of its thick three-spoke helm, that extra mass doesn't translate into notorious love handles - it's more high-density muscle than anything else. With 208 horses and 198 lb-ft created by its twin-scroll turbocharged 1.6-liter four-cylinder (the same direct-injection unit used by much of the Mini lineup), the Coupe had enough grunt to run our figure-eight course in 26.2 seconds at an average lateral load of 0.69 g. No other car of its kind -- if there such a thing -- comes close to that time, and few front-drivers can compete with its near-telepathic responsiveness and maneuverability.

On our skidpad it averaged a lateral stick of 0.88 g, which isn't shabby for something rolling on Mentos-sized 205/45-17 run-flat rubber. A requisite sprint to 60 mph from nil took 6.2 seconds, while the longer quarter-mile trot knocks 14.6 seconds off the stopwatch at 97.5 mph. Only 110 feet are needed to stop the Coupe from 60 mph, thanks to its svelte physique and those aforementioned big binders. But contrary to what Mini's marketing squad proclaims, this isn't the quickest Mini we've tested. The supercharged R55-series JCW Clubman holds that honor with a run to 60 mph in 5.7 seconds.

So, what exactly makes the Coupe special, other than it being a coupe?

First, it stands alone as a footwork master among a group of surefooted siblings. The sole act of applying power more effectively via stiffer, thicker, robust, mostly aluminum suspension components individualizes the two-seater from its other brandmates. Its miniscule 1.6-liter's all-too-familiar turbo lag (albeit minimal) continues its tenure, but once the thrilling 207 lb-ft of sub-2000 rpm overboost torque is dialed in, and the smooth power band gets tapped with 3000-rpm-plus six-speed Getrag throws, the zealous Coupe runs, jinks, and grips like nothing else bred in Oxford.

Toss it one way to feel the suspension bolster the car's weight securely while the skinny rubber hanging below desperately tries to stick with all of its ability. A change of direction makes for another poised corner attack with no loss in velocity and only minimal plowing. It may have an English bulldog stance, but the handling eagerness is all Jack Russell terrier. It's as if the JCW Coupe is a Cooper S with Red Bull coursing through its veins - it's edgier on nearly all levels.

Of course, the most fun is had with all nannies switched to their lowest settings, or off, and Sport mode engaged. (It remaps throttle response and provides a weightier Electronic Power Steering.) Speaking of nannies, there are quite a few to mention, including Dynamic Stability Control, Dynamic Traction Control, and Electric Differential Lock Control, all standard on the JCW. Amazingly, torque steer has been reduced to next-to-nil levels thanks to Mini's tinkerers.

The Coupe retains the usual menagerie of Mini-styled interior buttons and flair, but to a lesser, more attractive degree. Say thank you to the monochromatic color schemes for that. The cartoonish speedometer stays at its center stage position atop the dash; so, too, does the tachometer behind the comfortable steering wheel. But Mini's somewhat tricky multimedia interface remains. To its credit, Mini has been working hard to make everything simpler with custom iPhone/iPod/Android integration programs like Mini Connected.

Despite its two-seat configuration, there is no shortage of storage space inside the Coupe. No rear seat means space for a useful recessed shelf behind the front buckets. A small net on the central tunnel near the passenger's feet serves as a convenient place for little items. An 8-inch-tall pass-through leads directly into the 9.8-cubic foot trunk for on-the-fly access or the hauling of extra-long cargo. Wide or tall things will have forgo the Coupe's cargo cubby -- by our estimates, two carry-on roller boards can fit snugly inside the Coupe's area. Unfortunately, a small bit of wind noise at the top half of the door jambs became known during highway runs. And those run-flats, although useful, produce rumbling over coarse pavement.

It's not often we agree with marketers, but of all the current-generation Minis, the JCW Coupe is the most entertaining Mini I've driven. It isn't its speed, everyday usability, or fashionable design that makes it so. Rather, the Coupe's high grip, punchy powered, and overexcited personality fused with usual Mini cheekiness earns it the title. It's the type of car that's sure to get most any driver's blood flowing, and one Mini you'll never want unbuckle from.
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Source - 2012 Mini Coupe John Cooper Works First Test - Motor Trend

Nathan · Sep 28, 2011

Winding Road

Since exploding back onto the automotive scene with the 2002 Mini Cooper, the Mini brand has “grown” in multiple ways. The current Cooper hatchback is bigger than the model released in 2002, which is, in turn, utterly massive compared to the model penned by Sir Alec Issigonis for the 1959 original. Add in the long-wheelbase Clubman, and the all-wheel-drive, four-door Countryman, and one could be forgiven for thinking that Mini was losing its Mini-ness.

Now along comes this Coupe, a two-seat, three-box design that hopes to bring the brand back to its roots as a maker of fast, attractive, chuckable, and distinctively styled small cars. In terms of distinctive styling, this car doesn’t just stand out from the Mini range, it positively screams, “Look at me!” when parked next to a hardtop. This car looks like the wild child of the Mini range.

That’s thanks in large part to its two most distinctive styling elements: a revised windscreen and roof design. To achieve the three-box shape, Mini gave the windshield a rake that is 13-degrees sharper than the hatchback. If you’re thinking that this might adversely modify visibility, you’re dead right. Due to the sharp angle of the windshield, and your author’s long-legged frame, forward visibility was quite possibly the worst we’ve ever experienced. We tried scooting the seat up, but that did little to help the problem. The roofline simply comes too far forward.

As for that helmet roof, it looks considerably better in person. The fixed spoiler mounted above the rear glass (which Mini insists removes the need for a rear windshield wiper as it diverts dirt and water from the rear window) gives the car some real attitude. Like the front of the car though, the design does hurt visibility. The rear window is just too small. We did appreciate the inclusion of small windows between the B- and C-pillars, as it made us slightly more confident during lane changes. Mini might want to think long and hard about adding a blind-spot warning system though.

An active rear spoiler also hampers rear visibility. Like the Audi TT, the spoiler will deploy at speed, improving overall stability. It pops up automatically at 50 miles per hour, and retracts at 37 mph. You are also able to raise and lower it yourself below 37 mph.

The problem we have is that it diminishes what little rear visibility there is in the first place. This is less of a factor on a curvy road, where rear view is less important, but in the real world having the ability to raise and lower it regardless of speed would make us feel a lot better when maneuvering through traffic.

Interior styling isn’t a real departure from the rest of the Mini range. The Coupe boasts some exclusive trims and upholstery, but overall the interior will look familiar to any Mini customer from the past several years.

Despite the revised roofline, the Coupe doesn’t really lose a great deal of headroom, thanks to a pair of recesses in the roofline above both seats. A rear parcel shelf with a pass-through to the trunk adds a bit of the hatchback’s utility. A right-sized, leather-wrapped steering wheel and nicely bolstered seats are borrowed from the rest of the Mini range. Ingress and egress isn’t too difficult, despite the two-seater’s roof sitting 1.25-inches lower than the hatchback.

If a performance Mini is what you want, the Coupe is the car to get. The John Cooper Works version is the fastest Mini ever produced, boasting a 0-60 time of 6.1 seconds, and a top speed of 149 miles per hour. The Cooper S and Cooper are no slouches either, hitting 60 in 6.5 and 8.3 seconds respectively, en route to top speeds of 142 and 127 miles per hour. For the stat hounds out there, that means that each two-seat Mini is a tenth-of-a-second faster to 60 miles per hour than its four-seat cousins, and has a top speed that’s anywhere from one to two miles per hour higher as well.

Those numbers are generated from the same naturally aspirated or turbocharged 1.6-liter fours found in the rest of the Mini range. Six-speed manuals are standard across the range, while six-speed automatics are available on the base and S models.

The engine and transmissions perform just as admirably in the two-seat Mini as they do in the rest of the range. There is some turbo lag, and torque steer exiting turns is still an issue, but otherwise power is plentiful. We did wish the Coupe came with a more aggressive exhaust note, though we were happy to hear the return of popping and crackling noises on overrun. This feature was first engineered into the last years of the R53 Mini, and has finally made a return on for all 2011 models onward. It adds a nice dose of attitude to the growly exhaust note.

The six-speed manual still isn’t the best gearbox on the market, lacking the precision smoothness of a Honda shifter, but it certainly isn’t bad. The same can be said of the automatic transmission. It’s not as quick-shifting as a dual-clutch unit, but left to its own devices, it’ll deliver admirable performance. The steering is pretty much the same as well. The amount of weight behind the wheel is spot on, but overall feedback is still lacking.

Reading to this point, we’d excuse you for thinking that the Mini Coupe is essentially a Mini hatchback with its party hat on. And that would be the case, if it weren’t for the revised handling package. Mini used the same McPherson front/multi-link rear suspension found on other cars in the range, but a slight change in rear weight distribution along with the lower center of gravity makes for a far more confident drive.

This car takes Mini’s trademark go-kart handling to another level. Minis already deliver the majority of feedback through the suspension, and that is no different on the Coupe. But it’s the way that information is transmitted that really impresses. The two-seater uses a torsion wall, which runs between the seats and trunk, and connects to the B-pillars and rocker panels. This keeps the Coupe structurally rigid, while having the happy effect of transmitting the cars lateral motion right behind the driver’s gluteus maximus. This front-drive Mini delivers an almost mid-engine sensation of feedback, as the majority of weight passes extremely close to the driver.

Besides the excellent communication, the Coupe is quite a good handler. Squat and dive were tidily controlled, although nowhere near as well as body roll. Turn-in was also quite sharp, as the car really felt like it was digging into the pavement under hard directional changes. We did notice that the two-seat Mini doesn’t rotate as quickly as the hatch, which we think is a good thing. The hardtop tends to whip its tail around a bit too fast sometimes, which is a disconcerting sensation on a twisting road. The Coupe, on the other hand, delivers much more progressive rear end movement, and is quite easy to correct with some counter steering and throttle application.

If there is one thing that we value more than anything when reviewing a car, it’s feedback. It is the man-machine interface that makes driving such an enjoyable experience. What Mini has done with the Coupe, is take a car that already was quite talkative, and amped things up to deliver one of the most communicative and affordable cars on the market. We questioned at the beginning of this story if Mini had lost its Mini-ness. Well after a turn in the Coupe, we can say without a doubt, that the iconic British brand’s identity is as strong as ever.

VS: Mazda MX-5 Miata

While the Mini Cooper S and MX-5 have been natural enemies at the local autocross, no Mini has ever represented as much of a direct challenge to the MX-5 as the Coupe. The Mazda, in top-line Grand Touring form, is only 168 pounds lighter than the Mini, but is down 14 horsepower and more importantly, 37 pound-feet of torque (52 pound-feet when the Mini is on overboost). So the Mini wins the straight-line contest fairly easily.

While it’s a safe bet that the MX-5 could outmaneuver a Mini hatch, the revised Coupe might be a different story. The MX-5 is the more communicative car here, but it’s by a fairly slim margin.

Finally, the MX-5 has always suffered on the utility front, and it’s no different here. The Mini simply has more places to put your stuff in the cabin, and it has a trunk that is actually usable all the time.

VS: Audi TT

Yes, the Coupe is a bit of a niche product, so to find another competitor, we need to move up to the considerably more expensive TT. The Audi boasts more power (211 versus 181) than the Mini, but the big difference comes in the torque department, as the Audi produces a whopping great 258 pound-feet of torque. Even on overboost, the Mini is still 66 pound-feet shy of the Audi.

The Audi is quite a bit heavier than the Mini though, tipping the scales at 3153 pounds. So while its 5.3-second 0-60 time might best even the JCW, the Cooper S would likely make up quite a bit of ground in the turns.
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Source - http://www.windingroad.com/articles/reviews/driven-2012-mini-cooper-s-coupe/

Nathan · Sep 29, 2011

Autoblog

Human beings can be a fickle bunch, especially Americans. Case in point: The five-door hatchback is unarguably one of the best arrangements for an automobile, providing ample room for adult-size occupants and their random detritus without being so large as to significantly impact fuel efficiency or make it difficult to fit into tight places.

And yet we consistently flock to ever-larger vehicles with the biggest, most powerful engines available. We opt for SUVs and crossovers in lieu of wagons and hatches; we ogle over sloping rear greenhouses, high beltlines and severely raked windshields. In short, our decisions are often dictated more by style and perception than the realities of daily life.

But we're not here to condemn style-conscious consumers. We're equally as enamored with the latest fashion-forward trends as the next red-blooded enthusiast. But we still have to wonder how far the ooh-it's-pretty attention spans of car buyers will go before a lack of usability begins to hinder purchase decisions. To help answer that question, we took to the roads in and around Nashville, Tennessee in the 2012 Mini Cooper Coupe.
Since we're already talking fashion, let's dissect what sets the new Cooper Coupe apart from the rest of the Mini line. Most obviously, there's a completely new roofline and greenhouse that's defined by what the automaker calls a helmet. Seriously. While we don't normally attach the term 'helmet head' with amorous thoughts, it's at least a striking design that won't be mistaken for anything else on the road. At the front of the greenhouse is a windshield that's raked 13-degrees more sharply than the regular Cooper; at the rear is a sloping backlight punctuated at the top by a backwards-facing brim. It's all far removed from the upright look of the standard hatchback and its near vertical rear window.

The rest of the car carries all the cues expected of the reborn Mini brand, including the large ovular headlamps, tall slab sides and short front and rear overhangs. Up front is the familiar double-decker grille flanked by a pair of fog lamps, and the bulbous hood includes an air intake on models equipped with turbocharged engines. The rear is dominated by the slick new spoiler that automatically raises itself at 50 miles per hour. Though the unit automatically stows itself at 37 mph, there's no way to manually lower it, a functionality drivers may want, as it distinctly impedes rear visibility. You can, however, manually raise it at slow speeds or when stopped via a toggle in the cabin. Again, fashion before form.

Although Mini describes the Cooper Coupe's shape as a three-box design, it doesn't actually have a proper trunk, instead relying on a rear hatch for access into the cargo hold at the rear. Considering that there's no back seat eating into the Coupe's interior dimensions, there's 7 cubic feet of storage space in the cargo hold (and another couple of cubes or so in the cubby behind behind the two front perches), which is a bit more room than the 5.7 cubic feet you'll find in the hatch of the Cooper. Of course, with the Cooper, you can fold down the rear seat backs to open up more room â€“ a comparatively cavernous 24 cubic feet.

Surrounding the two occupants inside the Coupe is a highly stylized cabin very similar in appearance to what Mini offers in the rest of its line, except now there's two giant indentations in the roof to make sure even those well over six-feet-tall have plenty of head room. The dash and door panels look very cool with many shapes, colors and textures, and get bonus fashion points for their use of chrome toggle switches in lieu of boring plastic buttons, but it's just as much an ergonomic disaster as any other modern Mini. All the frequently used switchgear is placed at the very bottom of the center stack (window up/down, central locking...). This location is not particularly intuitive or easy to reach while driving.

Naturally, the dinner-plate-size speedometer is mounted high in the center of the dash, as it is with all Minis. Though not ideal for quick glances, we've gotten used to this giant single gauge, especially when there's a tachometer sitting directly in front of the driver that offers a digital mile-per-hour readout. As far as appearances go, there may not be a more interesting speedometer in any car, regardless of price. Inside a clear cover sits the orange needle that points at your speed, and it rotates around the perimeter of the dial, leaving the center portion of the speedometer open to serve as the location for the infotainment system.

Mini has crammed as much technology into the 2012 Cooper Coupe as it has at its disposal, featuring the Mini Connected system and its latest new trick: MOG streaming music integration. The gist is that owners of compatible phones (the Apple iPhone at present, though Mini has been promising an Android implementation for quite some time now) can install an application, connect their phones via a hardwired cable and play all their favorite tunes over the air instead of using a music player that keeps all the songs on its internal memory. We captured a video of Mini product manager Vinnie Kung going over the automaker's MOG integration, and we suggest you watch it for all the relevant details.

In practice, we found that MOG's streaming music service performed fairly well. There were a few occasions when we lost signal â€“ once near a group of ambulances, fire trucks and other emergency vehicles in the city while we had full service and again in a remote rural area with limited cellphone connectivity â€“ and in those cases, the music simply stops playing and you can switch to the radio or satellite to keep pumping the jams. Once we had to exit the application and log back in to make MOG work, but Mini says little bugs like this are being sifted out as you read this.

Do note that there's no touchscreen in the Mini Coupe (or any other vehicle with Mini Connected). Instead, there's a tiny joystick between the front seats that operates the system. Instead of using four-way directional movement, the joystick spins to move up and down the menu structure, and a press down on the stick selects an item. It's not necessarily difficult to use, but it's not as simple as it could be, either. In any case, those of us who grew up part of the video game generation shouldn't have any trouble figuring it out.

Power comes from the same trio of engines available elsewhere in the Mini lineup. The base 1.6-liter four offers up 121 horsepower at 6,000 rpm and 118 pound-feet of torque at 4,250 rpm while the S model's turbocharged mill puts out 181 horses at 5,500 rpm and 177 lb-ft of torque from 1,600 through 5,000 rpm (a brief overboost function increases torque to 192 lb-ft). At the tippy-top of the ladder sits the John Cooper Works model seen in our photographs, which boosts horsepower to 208 and torque to 192 lb-ft (with overboost up to 207 lb-ft).

Solid fuel economy is also a hallmark of the Cooper crew, with the base model earning EPA ratings of 29 city, 37 highway and 32 combined. The turbocharged S model nets 27/35/30 and the JCW ekes out 25/33/28.

So how's it drive? Well, like a Mini Cooper. Though it counterintuitively weighs some 55 pounds more than its hatchback sibling, it's actually a hair quicker to 60 at 6.5 seconds for the turbocharged S model (or 6.1 seconds for the higher-spec JCW model) with the standard six-speed manual transmission. It's also slightly faster at the top end. Mini quotes figures of 142 miles per hour for the S and 149 for the JCW. The non-turbocharged Coupe needs 8.3 seconds to hit 60 and offers a top speed of 127 mph. Opting for a six-speed automatic will add a few tenths to either the base Cooper Coupe or the S; the JCW is offered only with the manual gearbox.

As is de rigueur for anything wearing the Mini badge, the Cooper Coupe is always in a frisky mood when the road shows off its feminine curves. Much of the added weight of the Coupe is due to structural stiffening â€“ Mini started with the beefed-up sills of the Cooper Convertible in an effort to offer the stiffest platform possible â€“ and the torsion wall behind the front seats that separates the passenger compartment from the cargo hold. All that adds up to a reassuringly rigid chassis that keeps all four wheels planted on the tarmac during hard cornering. Steering is excellent and, while it will default to stoic understeer when pressed, it's easy to hold a tight line during both high- and low-speed handling maneuvers just by using the throttle.

We were only able to test the S and JCW models, and we found both of them compliant enough over just about any surface this side of a pothole-infested and frost-heaved slab of concrete. We also noted that neither the standard DSC (Dynamic Stability Control) nor the DTC (Dynamic Traction Control) was too aggressive for around-town driving, and they can be disabled for those wanting to smell the scents of burning rubber in the morning. Even so, the electronic nannies will step in eventually to save your bacon â€“ they never completely disengage, even when turned "off."

Mini provided only manual transmissions for us to test, and we found them completely satisfying. Shifting action is direct and positive and the clutch action is smooth and predictable. Past experience with the optional automatic leads us to believe it will perform well enough for the shift-averse, but we'll have to reserve final judgment until we drive one. Acceleration is snappy up to well-over-the-legal-limit speeds, if not exactly what we'd consider blistering. That said, there's plenty of power to keep a smile on your face while blasting down your favorite back road or trying to weave past slower-moving traffic on your morning commute.

Thing is, pretty much everything we can say about how the Mini Cooper Coupe feels on the road could also be said of the Cooper hatchback. Mini be nimble, Mini be quick... regardless of what shape and how many seats you choose. Just be willing to get out your checkbook: the Cooper Coupe starts at $22,000 in base trim or $25,300 for the sportier S variant. The top-level JCW Coupe goes for $31,900. In case you're wondering, that's $1,800 more than the Cooper hatchback. If you're heavy with the options, it's not very difficult to push a Cooper Coupe JCW past the $40K mark, either.

In the end, you'd really have to love the shape of the Mini Coupe to choose it over its more practical brethren, and be willing to put up with the loss of the admittedly vestigial back seat and the extra storage it affords. And if you fall into that camp, there's certainly nothing wrong with picking up a Mini Cooper Coupe because you're a slave to fashion â€“ you'll be rewarded with a truly entertaining driving experience. Just remember that there's a two-seat Roadster on the way that's sure to be at least as trendy and stylish as this latest helmeted hardtop. Oh, and don't forget that with the top down, everyone will be able to see how stylish you look in your designer digs.
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Source - 2012 Mini Cooper Coupe JCW

Nathan · Sep 29, 2011

AutoField Blog

arlier this year I had the opportunity to talk to Marcus Syring, head of Exterior Design for MINI. And he told me that based on the design language that has been developed for MINI, â€œI could design you a coffee machine.â€

The 2012 MINI Coupe isnâ€™t a coffee machine. Not by a long shot.

But it is strong. And fresh.

The first Mini* was designed in 1957 by Alec Issigonis. It went into production, at British Motor Corp. (BMC), in 1959.

In subsequent years there have been all manner of Minis. Even as vans and pickups.

In subsequent years, the ownership of the vehicle known as â€œMiniâ€ has been about as varied as the body architectures. BMW took control of the Rover Group, which had the car, in 1994. In 2000, BMW offloaded the brands of the group (e.g., MG, Land Rover) but hung onto Mini. And in 2001, the first gen of the new gen of MINI* was launched.

And in subsequent years, there have been the Clubman, Convertible, and Countryman. Or wagon, ragtop, and crossover.

Now they have come with something that is stylistically different. Significantly.

Not a coffee machine.

A coupe.

And while that may not seem all that much a stretch, know this:

It is a MINI with a three-box architecture.

That sort of thing hasnâ€™t been seen since the days of the Mini-derived Riley Elf of the â€˜60s.

Of course, compared to what most vehicles with the three-box form look like compared with the MINI Coupe. . .well, it really is more like a 2.5-box at most.

*Pre-BMW, lower case. With BMW, the all upper case. Sort of like BMW-competitor Mercedesâ€™ all lower-case smart.

A word about the word â€œCooper.â€

Some people might think that MINI and â€œMini Cooperâ€ are synonymous. Which is not the case.

There was a gentleman named John Cooper. He ran the Cooper Car Company in the U.K., which he had founded with his father in 1948. Among Cooperâ€™s friends was Alec Issigonis.

The Cooper Car Company didnâ€™t make production cars. It made race cars. Open-wheeled and rally cars. Cooper thought that the Mini would make a good rally car. And in 1961, the Mini Cooper debuted. And it did go racing. And the MINI continues to go racing.

So the point is, the â€œMini Cooperâ€ was a version of the Mini. And the Mini Cooper S was a more powerful variant of the Mini Cooper.

Today there is the John Cooper Works version of the MINI. And there is an S.
John Cooper, incidentally, died in 2000. And to close the loop regarding the originals: Alec Issigonis died in 1988.

The marketing phrase used by MINI to differentiate its vehicles from other small cars, cars that tend to be somewhat anemic vis-Ã -vis performance, is â€œgo-kart-like.â€ Presumably this means such things as light and lithe, quick and responsive.

Yes, go-karts are often the first step along a race drivers route to bigger and more powerful things, but chances are there arenâ€™t a whole lot of MINI buyers who have had much in the way of karting experiences.
Still, it is a resonant image.

Some people are a bit critical of the MINI Countryman, the crossover variant, for being insufficiently go-kart-like. (Of course, given that it has a curb weight of as much as 3,252 lb. when equipped with an automatic transmission and thatâ€™s not too surprising.)

So the engineers went to work on the Coupe. Some on the suspension. Some on the powertrain.

Like this: The front suspension is based on MacPherson struts. It is multi-link in the rear. The control arms are aluminum. Anti-roll bars are deployed. The car has a low center of gravity, long (97.1-in.) wheelbase, and a 57.4-in. front and 57.8-in. rear track widths. The car uses electric power steering, with an active return-to-center function and speed-sensitive power-assist. There are disc brakes all around (with disc diameters being predicated on the Coupe model selected). Dynamic stability control (DSC) is standard; it integrates antilock brakes, electronic brake force distribution, cornering brake control, brake assist, and hill start assist. Available is a dynamic traction control system with integrated electronic differential lock control; the former allows a degree of controlled wheel slip during conditions like being stuck in the snow or during cornering, while the latter, which is engaged when the DSC is turned off, controls the braking of a drive wheel that is starting to spin during hard cornering so that traction is improved without negatively impacting the steering characteristics.

Like this: The base engine is a 1.6-liter that produces 121 hp @ 6,000 rpm and 118 lb-ft of torque @ 4,250 rpm. There is a fully variable valve management system (BMWâ€™s VALVETRONIC) that adjusts engine breathing for performance (0 to 60 mph, 8.3 seconds) and efficiency (29/37 mpg estimated with a six-speed manual). The S Coupe also has a 1.6-liter engine, but this one has a twin-scroll turbocharger and direct injection so that it produces 181 hp @ 5,500 rpm and 177 lb-ft of torque @ 1,600 rpm. Top speed: 142 mph. And the 1.6-liter in the John Cooper Works has a modified turbocharger compared to the S (among other mods, like sodium-filled exhaust valves); it produces 208 hp @ 6,000 rpm and maximum torque is 192 lb-ft starting at 1,850 rpm unless you actuate the overboost function, which brings it to 207 lb-ft starting at 2,000 rpm for a short period.

Yes, go-kart-like. A really well performing go-kart.

Then there are the speed cues. Like the integrated roof spoiler and the active rear spoiler (hit 50 mph and it extends). Like the dual oval recesses in the headliner over the driver and passenger seats (you can imagine helmets being worn).

But while this is a car that is made to be driven if not fast, then in a spirited manner, it is also a 2012 model year car. Which means that technology is de rigueur. So those opting for the MINI Visual Boost radio or the MINI navigation system can access Internet-based services via MINI Connected. This means things like Google local search and Google Send to Car; it means RSS feeds on the monitor, as well as Facebook and Twitter posts.

And so on.

One thing is clear: The MINI Coupe is, well, a MINI. You canâ€™t mistake that design language for anything else.
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Source - MINI Coupe: Strong & Fresh : Automotive Design & Production

Nathan · Oct 2, 2011

Video review from AutoGuide

[ame=http://www.youtube.com/watch?v=K8Cuyqde3oM]2012 Mini Coupe (Review) - YouTube[/ame]

dannyhavok · Oct 3, 2011

Great thread Nathan! Only had time to read a handful, but it seems well liked so far! Really excited to drive one, wish I could afford a JCW: :lol:

Nathan · Oct 6, 2011

LeftLane News

Always known for its unabashed cheekiness, BMWâ€™s MINI division has never been shy about expanding its range. Like its parent company, MINI seems intent to find new segments.

Enter the fifth model in its lineup, the MINI Cooper Coupe is certainly the cheekiest and possibly the strangest of the bunch, and definitely the smallest. Donâ€™t let the apparent size fool you, though. We are talking about a vehicle with the dimensions of the convertible with a roof that resembles a slacker wearing a backwards baseball cap.

Although it looks as though space would be at a premium, the Coupe manages to regain some of the real estate that it gave up to the folding roof mechanism in the droptop. Updated throughout, it is a true hatchback-based coupe firmly entrenched in the Super-Compact sports segment and loaded with personality, and depending on which model you choose, performance.

Rock star in Music City
The most noticeable part of the Coupe is clearly fastback top, which looks like it spent its summer at SoCal Speed Shop getting chopped and channeled. Appearing as though it has lost about three inches in overall height, it actually operates from a deficit of only 4/10s of an inch. Interior headroom is also surprisingly accommodating with the addition of dimples in the roof. Weâ€™ll call them Gurney bumps, in honor of racer Dan Gurney, who had them built into the roof of his Ford GT40 race car so it would offer him proper head clearance.

A functional hood scoop grabs more air for the cold air intake, and a new front lip spoiler helps to keep the front of the car firmly planted. Three available contrasting color roofs (Silver, Black and Chili Red) are matched to dual racing stripes that run from front to back and over the working spoiler that deploys at 50 miles per hour and disappears again if speeds drop below 37 mph. All together, there are nine colors and, MINI officials claim, over 10 million possible build configurations thanks to a plethora of personalization options.

The interior is a combination of high tech and high performance. Experience with a previous MINI Cooper will lend a sense of familiarity. Thereâ€™s the center-mounted speedometer, the tachometer over the steering wheel, and the lower dash-mounted toggle switches that operate windows and other such kit. A punch leather interior features perforated leather with contrasting piping and a smattering of chrome and brushed aluminum was the order of the day for range-topping models.
Have fun with the options list and youâ€™ll find a Harman/Kardon premium audio system, MINI Connected functions like web radio, Google local search and Google Send to Car services, including RSS news feeds, and in-car use of Facebook and Twitter. Not being totally enamored at the thought of in-car distractions, we could probably do without the last two features. We searched Google using our smart phone, and once the location was found, we had the directions transferred to the carâ€™s navigation system. Welcome to the new world of connectivity.

The in-car entertainment field is undergoing a new growth spurt with manufacturers and outside vendors trying all sorts of ideas to arrive in market with the â€œnext big thing.â€ From a builderâ€™s standpoint, MINI brings its Dynamic Music feature, which takes into account steering, speed and turn signals to change up the music accordingly. Updates can be enabled through the use of smart phone connectivity.

A premium third party app is also available thanks to MINIâ€™s partnership with mobile jukebox programmer MOG. A subscription-based program, it allows access to over 12 million songs for about $10 a month. It delivers curated content, self-selections, editorsâ€™ picks, new releases and playlists in high quality audio downloads over a smartphone network. With other similar apps and programs in existence, we think itâ€™s a case of trying to reinvent the wheel when that isnâ€™t necessary. Your mileage, coverage and cell plan bills may vary in the new system, which goes online with MINI in a couple of weeks.

Power trip
The MINI Cooper Coupe comes in three flavors and, as a result, three states of tune. For those with acid reflux of the automotive nature, there is the Coupe, with its 121 horsepower, 114 lb-ft of torque inline four-cylinder engine. For those with a taste for more zest, there is the Cooper S Coupe, which punches in at 181 horsepower, and 177 lb-ft of torque. For those who like it hot, the John Cooper Works Coupe (JCW) is your plate du jour thanks to 208 ponies and 198 lb-ft of torque and up to 207 lb-ft of low-rpm overboost. It bucks the trend as far as disappearing manual transmissions are concerned with a 34 percent take rate, MINI claims.In an effort to capitalize on that, they are preparing their latest marketing blitz around the mantra of â€œStick Happens.â€ Ad campaigns will implore buyers to â€œBuy two pedals, get one free.â€

But one thing the Coupe doesnâ€™t do is offer a lower curb weight. Despite the appearance of less mass, the JCW Coupe actually checks in around 170 lbs. more than the standard two-box JCW Cooper.

We started our Coupe experience in Nashville behind the wheel of the JCW. The fastest, highest performance MINI of any sort yet, it features an aggressive look that says, â€œI may be small, but still, you best move aside.â€ The JCW â€œsurfboardâ€ logo in the lower intake grille is one of the few visual cues that separate this version from the Cooper S that lies just below in the model lineup.

An aspirational car in its own right, the typical owner of the Coupe, according to MINI itself, aspires for a Porsche Cayman, Audi TT or BMW Z4 but, presumably, has a tighter budget.

In testing the JCW, we found a car that was fully committed to the sporting life. Starting as the platform that also includes the convertible, it has been strengthened by the use of beefier rockers sills, and a torsion wall cross piece across the rear axle, hence the added poundage. A lockable cargo pass through door is located in the cross piece, and adds to the practicality of the car, and its 9.8 cubic feet of cargo capacity. Dimensionally, the Coupe rides on a 97.1-inch wheelbase for a vehicle length of 147-inches overall, about 1/4 of an inch longer than the hardtop due to the spoilerâ€™s extended length.

This JCW car is a torquey little monster with a sport mode that helps rid the engine of the turbo lag that existed in earlier editions of the MINI. A remapping of the engine plan boosts acceleration sooner and holds throttle and the gearing longer. The manual transmission was a smart shifting six-speed with well-placed gates that were easy to find and execute.

On an autocross course set in the parking lot of the Tennessee Titans Stadium, it was easy to see the great balance engineers bestowed on this car. Handling is sedate at most times until you want to bring it to the edge of its limits. Then you want to do it some more.

Shifting was easy and well spaced with no difficulties getting into the various gates. It managed to continue to pull throughout the gears and passing was easily accomplished in fifth gear. Once we got into sixth, the JCW was willing to cruise all day. But at the end of the day, the MINI JCW Coupe was all about motoring fast.

We didnâ€™t have the opportunity to really experience the rest of the lineup, but weâ€™ll be sure to hop aboard a few of these helmet-top Coupes in the near future for more thorough evaluations.

Leftlaneâ€™s bottom line
With the new MINI Cooper Coupe, the MINI brand continues to offer fun to drive cars in a family that now counts five models.

Small but mighty, the Coupe provides a balls to the wall experience in a size not much bigger than a shoebox. It fits oddly into the MINI lineup, but it brings with it genuinely sporting credentials that are hard to discredit.
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Crashton · Oct 7, 2011

Non journalist impression.... :crazy:

Saw my first one in the wild today. I'm not a real fan of it, to me it is a bit odd. It does look like a MINI though. The roadster is going to be sweet.

minimark · Oct 8, 2011

Had high hopes for the coupe but after stopping by the dealer yesterday to see one up close, one word: gimmicky, and at $33,500 (not JCW) for the one I looked at, a no sale for sure...

Alas me thinks Mini is relying on tricky styling too much in an effort to bring out new models at lightning speed...

My R53 may be with me forever afterall.....because there was nothing in the sporting car range at the Mini dealership this Mini fan would write a check for.... Fingers crossed that the powers at be take pause and examine the direction they are on.

Will say if I'm ever in the market for a small SUV, the Countryman would be at the top of the list, liking it better everyday!!!

werD · Oct 15, 2011

I was at the launch event here in land o' redneck. MINI threw down a good party and foreign & domestic press seemed to really enjoy the Coupe.

I spent a few minutes behind the wheel of one that week and, like the normal JCW R56, it is a good drive. The backwards baseball cap look of the coupe is somewhat polarizing to people (either hate it or love it), but suffice to say it looks better in person. Does diminish the visibility out, but not to the point where I really cared - just forced me to make better use of the mirrors.

The example I drove felt a bit twitchy at speed (almost like it need just a touch of positive toe and negative camber) but I suspect that was simply the result of being a press mule.

Gonna' keep my R53 for now, but I could see ripping around in a Coupe at some point...

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