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Four is the number of years since we drove the F56 MINI 3 doors. At the time, the third-generation MINI Hatch was prone to many critics, most of which were launched by sentimentalists crushed by the company's ambition to "grow up".
It is true that the MINI as we know it no longer follows the roots of its humble origins, econobox. Mature, contemporary, stylish and hipster are the seasonal adjectives, and never has the stable MINI been as diverse in its offerings as now.
The MINI Hatch has, in the same vein as the Countryman and the Clubman, evolved into a common object of desire, while simultaneously offering a healthy diffusion of everyday life, practicality and impressive gadgets. This is arguably the furthest of Sir Alec Issigonis' plebeian ideas, but such is the strength of the buyer market.
There is little room for mavericks in this fast-moving industry, and the upcoming MINI Electric serves as proof that, to stay relevant, it is necessary ;adapt. How is it for a justification?
Four years later, we are driving the controversial F56 MINI 3-door Cooper S facelift (or LCI, if you fancy a Bimmer lingo) in Palma de Mallorca, Spain, to see if the modern MINI s & rsquo; Is improved.
With regard to facelifts, this is among the most subtly executed in recent memory. The inflated shell retains the original dimensions of the F56, so the proportions remain unchanged. Visually, however, the new LED daytime running lights, which double as turn signals, now completely surround the contours of the ellipsoidal headlamps – LED matrix technology (optional) is being introduced for the first time as well.
Between them, there is a false scoop and a new two-dimensional MINI badge, the latter being deliberately designed as a nod to the brand's beginnings. The same badge is affixed to the boot lid and steering wheel, and will be released to all upcoming MINI as part of an updated corporate identity.
As before, unpainted plastic coatings provide almost the entire lower part of the Hatch, giving it a more athletic character. This is high with new light alloy sets that measure up to 18 inches in size, but 17-inch hoops with 205/45 rubbers are a standard fit for Cooper S items – 18 inches are generally reserved for JCW models. [19659002Lesailesavantsarenowadaysappliedtotheplasticsprintingplasticedby3DuniquequeMINIditisworldworldforcommercialindustryCelapermandclientswithappropriateappropriatenumberswithMINEYYourcustomizedwalkwalkwithwish-potswaves
Perhaps the most stylistically distinctive addition to this mid-life refresh is the rear light design. The envelope frame is the same size as before, but the graphic design is flawless patriotic, with full-band LEDs forming a Union Jack. Illumination is uniform throughout, so it makes quite a spectacle when it is lit. That adds presence I think, especially during daily commutes, but it may not be as popular in Europe – you know, Brexit. Overall, it is certainly an incomparable look.
Open frameless doors and you'll be greeted by a familiar cabin. Not much has changed, but as the saying goes, the devil is still in the details. For starters, drivers now have a new LED gauge, which looks cleaner than the old stacked LED bar, and the three-spoke leather-wrapped steering wheel has a new glossy black finish. The speedo and tachometer, as well as the head-up color display, remain unchanged.
In the center is an improved 6.5 inch diagonal touch screen head unit, which is the same size as before. The visuals and texts are tactile, and the readability is excellent even under the harsh rays of the Spanish sun. It includes voice recognition with multilingual support (including Mandarin, we are told), Bluetooth smartphone integration and a rather competent GPS navigation system. Apple CarPlay is optional, however, and only time will tell if it is available on Malaysian models.
The six-color LED ambient lighting system is taken from before, and includes a constant interchangeable mode that passes between each color. What's cool is that the dashboard now features a semi-translucent Union Jack panel that allows LED light to penetrate through, making the view pretty haunting. It's a pity that MINI has not jumped on the opportunity to complete the LED ring, which would echo the updated DRL design.
Below, you will find identical dials and buttons for the dual-zone air conditioner, including five "flick" flip-flop switches for the parking sensors, ESC, and the pulsed motor start switch. The drive mode selector has also been moved here, instead of the fragile rotating collar previously placed under the gear lever.
Speaking of which, there is a new oblong electronic tilt unit as on most BMWs, in place of the unusually large stick from the front. While the lever itself is far from being the most beautiful, it's not as discordant and intuitive to use – as a BMW shifter.
The famous iDrive controller from Munich – called MINI Controller here – first found its place in the F56, and it remains unchanged. It has a touch panel on the top of the rotary dial, with dedicated menus for quick operation. The iPhone docking station still resides in the armrest, and compatible smartphones can also use the wireless charging tray.
The seats themselves are just as comfortable as before, providing a convenient adjustment range for different body types. The two front seats, which come with new designs and hide colors, are manually-adjustable units with extendable thigh and lumbar support. Since there is no change in the dimensions, the 3 Door Hatch will give just about enough room for the legs and legs for two medium sized passengers (read: 175 cm or less) for the first time. back. The size of the boot remains at 211 liters.
Mechanically, the Cooper S draws its energy from the same 2.0-liter BMW B48 four-cylinder gasoline engine with a new double-scroll turbocharger, producing 192 hp and 280 Nm of torque. It's exactly the same output of the outgoing model, but the engine is updated with new high pressure injectors, intake air ducts, oil supply, as well as cooling and exhaust systems.
The highlight of this mid-life update, however, is the build-up of an all-new Steptronic seven-speed automatic, wet-clutch Getrag dual transmission, which has been installed for the first time the pre-LCI Hatch range in December 2017. The additional gear helps spread the gear ratios, resulting in up to seven percent better fuel economy and faster gear changes. same time. Power is routed to the front wheels only.
The facelift gained a negligible weight of 30 kg of all new hardwares, so MINI made some adjustments to the suspension setup to compensate for the extra weight. This has not affected the quality of driving for the worse, as you will know soon. But for the moment, it seems like the Hatch will zoom in or out with each major update. Does it always work like a MINI, you ask?
The short answer is no. At least not in the kind of traditional MINI. Electromechanical power steering (with speed-sensitive Servotronic) is an immensely responsive rack, even though it is slightly off-center in all driving modes. The communication from the road to the wheel is precise without being too tiring, and the direction itself is of commendable precision for a assisted installation.
Our test route along the winding passes of Majorca helped determine if the weight gain of 30 kg has compromised maneuverability, but the Cooper S rolls almost, if not identical, it was before. Spanish roads are known to be among the most scenic, but when it comes to surface quality, we have it better – on most highways anyway.
Suffice it to say that the driving quality is nowhere as spatty as its R56 predecessor, but the suspension remains firmly attached to the iconic go-karty that many Miniacs have ended up loving. I did not like the stiff ride at first, but the more I drove it, the more I understood the MINI / go-kart parallel. If you've done karting, the MINI is the only mass car brand that offers a comparable experience.
There is also no weight gain in corners, thanks to the DIY chassis and the use of lightweight components – the engine hood is made of recycled carbon fiber composite to from the BMW i8. However, the understeer of thrust is still present, a trait that has existed in the F56 Cooper S. The standard Cooper is more chuckable with its lighter front, but otherwise the Cooper S still manages to slip into the corners rather deftly sometimes wiggling his tail by induced slip. Nippy zippy lemon squeezy.
With 192 hp and 280 Nm at the pressure, the Cooper S is darty. He is eager to rev and shoots with verve down, and continues with conviction until the needle meets the red line. Sometimes it feels even faster than its 0-100 km / h time of 6.7 seconds (unchanged from before) suggests, partly because the acceleration is very well supported throughout the gears. Before you know it, you would be hitting three-digit speeds while only in third gear. The top speed is 235 km / h.
The new dual-clutch gearbox provides a sense of belonging and, although the sprint of the century is the same, the gear changes are remarkably sharp and solid. old box of six-speed slushbox made by Aisin. It is also virtually free of jolts and slips when tilted, which is the hallmark of a well calibrated box. I would say that it's as good as a VW DSG, and although the seven-speed DSG on the Golf R might be slightly better, the MINI's DCT is by no means a unity. second rank.
The Transmission Control Unit continuously analyzes driving style and factors such as throttle position, engine speed, driving speed and driving mode. The net effect is an intelligent gearbox that knows what successive gear the driver intends to engage, so it initiates transmission for a seamless and uninterrupted gear shift. Load shifting between each shift with the previous six-speeder was also eliminated.
In addition to the performance aspect, the transmission also offers a pitching function in normal and eco mode, or MID and Green. for MINI talk. This momentarily takes off the engine transmission, allowing frictionless sliding when the car is idling. This saves fuel and can be optimized with GPS navigation systems or driver assistance, such as cruise control. Combined fuel consumption is estimated at 5.2 liters per 100 km
In short, the 3 Door Cooper S LCI balances perfectly, providing a good balance between being a competent and exciting performance hatch, in a reasonable manner and matured the package. It will never be as practical as its cousin, the BMW 1 Series, or the Golf GTI and the Mercedes-Benz Class A, but the fact is that it is not necessary.
Today's MINI continues to honor its ancestral gallantry, serving those who know exactly what they're looking for in a car, while offering today's conveniences. In a palatably hipster manner. Now, keep those fervent cries away from nostalgia, because really, the new MINI should be venerated.
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