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MINI ONE - Auto Express
01.08.2001 |
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All for ONE?
It's the sort of moment at a school fete or charity ball that we're all familiar with - the realisation that the much-hyped star guest is not quite the celebrity the audience had anticipated. Instead of EastEnders hardman Phil Mitchell, the faithful are treated to lesser TV cousin Billy.
Similarly, add the word Cooper to Mini and people's eyes light up. The latest star of the hot hatch market is on everyone's lips, with its colour-coded roof, mirrors and wheels, plus chromed grille. However, while the Cooper moniker gives that extra buzz to the new BMW MINI, the 'ordinary' car is still raring to go. As with its legendary predecessor, though, the non-Cooper model - called simply One - is likely to attract a less fanatical following, and must prove itself as a worthy entry-level car that the masses will buy before one day trading up to the sportier version.
Always great fun to drive, by the time it received its retirement card the old Mini carried a price that was an arm, leg and whole torso. The nostalgia card had well and truly been played and, sadly, lost. Which is why the new MINI One looks set to redress the balance. Priced at £10,300, it is a thoroughly modern car with the kind of features that were the stuff of science fiction novels back in 1959, when the Mini was born. The engine capacity is bigger than the old car, and so too, thankfully, is the interior. Add to that the technical niceties of ABS, traction control, air-conditioning and multi airbags, and as a Mini the new car is unrecognisable.
What of the MINI One's opposition? VW's Lupo is great fun to drive and is also superbly put together. At £10,160 the 1.4-litre 16v Sport is above entry-level but not in the hot hatch price bracket.
Similarly, Ford's Ka combines funky looks with a great drive, all in a small car package. The range-topping Luxury comes with a 1.3-litre engine and costs £9,560. What the Ka lacks in capacity, it makes up for in enduring style, a low price and a decent level of standard equipment.
Back in the Swinging Sixties celebrity owners helped make the ordinary Mini popular. But is the new MINI One good enough in its own right to become a celebrity itself? Read on to find
MINI one
How times change. Where Alec Issigonis turned the original BMC Mini from idea into reality in only a matter of months, the new BMW version has been gestating for nearly half a decade.
But has it been worth the wait? If showroom traffic is anything to go by, the MINI has already found a place in the hearts of the nation. The car is sold out until next year and the order books are filling up at a rate of knots.
While the old and new cars have only their name in common, there are enough design clues evident in the BMW version to make its identity unmistakable. Immediately obvious is the MINI's stance, with the classic wheel-at-each-corner and low-slung poise. And while the modern build process has removed the external seams, the front end captures the essence of the original superbly, with a friendly face made up of large, eye-like headlamps and the distinctive wide slatted grille that cuts into the huge, wraparound plastic bumpers. Cleverly, the front wings and bonnet are all part of the same lightweight flip-up clamshell, making access to the engine bay by far the easiest in the MINI's class. The flanks are typically upright, separated from the familiar roofline by an all-glass upper section that bodes well for vision, while the sill line and wheelarches flow together in dark plastic. Chrome detailing is a nice touch, but adding alloy wheels to the One costs £270, metallic paint a further £250.
The moans about the old Mini's interior have been addressed, with greater adaptability and acres more shoulder space across the cabin width. Huge doors that can open to 90 degrees to the body allow unbridled access to the roomy front seats, while feet no longer have to put up with heater hoses, badly fitting carpet and errant wiring cramping the footwells. With the seat set low in the car, the vast headroom makes the height adjuster virtually superfluous. The only downside is the clumsy seat release, which never seems to work the same way twice in a row. BMW claims the rear is a two-seater, but while the scooped-out squabs are huge, there is virtually no foot space and the hard plastic binnacles either side - which house the complex rear suspension - limit comfort. Fixed rear windows are not for claustrophobes, either.
Miracle of miracles, the MINI now boasts a hatch-accessible boot, but in truth the basic capacity is little more than the original's. Yet as with the rest of the interior, it is supremely well insulated and finished, plus the rear seats split and fold to create a useful carrying space. There's no spare wheel, though - the MINI One comes with a seal puncture repair kit.
Followers of fashion will be won over by the MINI's retro-cum-art deco style, with metallic-effect plastics (on our One Salt spec test car) highlighted too by the ovalised door trim. A symmetrical dash layout finished in softened dimpled plastics is dominated by a huge speedo - as with the original, the optional rev counter sits atop the rake adjustable steering column, adding a sporty view through the chunky two-spoke steering wheel. Vents match the rounded theme while the centre console houses the controls for cooling and heating, with toggle-style switches below for electric windows, foglights and so on. The light and wiper stalks are shaped the same as rockets out of a sci-fi movie - they are light to the touch and look great. A lift-out ashtray frees up an extra cup-holder next to the gearshift, while the build quality is unmistakably German.
Brisk
The MINI One uses the same 1.6-litre 16-valve unit as the Cooper, albeit with less poke. Peak power is 90bhp at 5,500rpm, with a solid 140Nm of torque available at 3,000rpm. Initial engine response is brisk rather than lively, and the car takes 11.0 seconds to accelerate from 0-60mph - putting the MINI behind the smaller-engined Lupo. As with the Cooper, the One's true performance comes in the mid-to-top rev band, with a strong and flexible delivery that wants to pull forever. It's smooth, too, and the throttle can be left buried well into the red line without any sign of wheeziness. This makes for relaxed motorway cruising and calm urban progress. Adding to the MINI's unflappable personality is the superb five-speed manual gearbox. Shifts are seamless with absolutely no notchy edges.
Better still is the handling. Given the go-kart responses that made the original such a great drive, BMW was on a hiding to nothing whatever it did with the MINI's on-road behaviour. But thankfully, the car is everything you could hope for and more. Sharp but evenly weighted steering sets the MINI up for every twist and turn, with the front tyres glued to the road. The suspension set-up, which includes BMW's sophisticated Z-axle at the rear, is geared towards involvement and refinement. The ride, however, is way ahead of the MINI's predecessor and remains smooth over even the roughest surfaces, while the car's feedback allows a committed driver to approach adhesion limits with confidence. Less dynamic are the brakes - although responsive at the pedal, they appear unsettled by the over-eager ABS system that chatters into life a little too early.
On the downside, the MINI is the priciest car here and requires further investment to add the sort of extras many buyers are keen on. However, unlike its rivals, it offers an auto in Steptronic CVT form (£980). Warranty and breakdown are three years each while BMW's £100-for-five-years inclusive servicing is unbeatable. Service intervals are flexible between 15-20,000 miles, too. Inbuilt safety is high on the MINI's agenda, with twin and side airbags all fitted as standard and traction control available at £100. The MINI also has a low pence-per-mile rate, while depreciation after three years is reasonable, too. Fuel economy is officially rated up to 43.5mpg - we managed 34.1mpg - and with a huge 50-litre tank the MINI can go a long way on one fill.
As one icon has passed into folklore, a new hero has taken its place. As fun to drive as ever but with a refinement and quality not seen before, the new MINI would appear to be a born leader.
Volkswagen Lupo
VW has been at the forefront of small car popularity for years. The Beetle is a motoring legend and the Polo and Golf have now established themselves as modern classics, too. However, in recent years the firm has been put under pressure from rivals which are not only more compact on the outside but offer more room inside - and all of this for less money.
To counter this, VW launched the baby Lupo more than two years ago to warm reviews. Although based on the SEAT Arosa - which predated it by over a year - the Lupo's distinctive looks continue to mark it apart from its Spanish cousin. The German's bolder style instantly says fun. While the rear end has a boxy upright stance, at the front the big VW badge dominates the centre grille and the adoption of bug-eyed headlamps accentuates the curvy panels and clam-like bonnet. Alloy wheels, subtle front foglamps and a delightful central oval tailpipe lend an extra sporty finish. As with the MINI, the Lupo has little overhang each end, which is a boon to parking, while a large glass area adds to the visual airiness.
VW has also been listening to criticism of its other cars' interiors. The Lupo's cabin is a breath of fresh air from the moment those huge but light doors swing open, with modern, conceptual styling that shows the MINI designers are not the only ones to have a sense of adventure. The twin dial pods that rise out of the curvaceous dashboard resemble Sydney's Opera House, while the centre console is tidily laid-out with all the essential switchgear. Good quality plastics and upholstery material are well put together, although the optional yellow-on-black leather trim is an acquired taste. Rake-adjustable steering and supportive, height-adjusting seats combine with masses of headroom to offer a relaxing driving position. The front seats slide and tip forward for easy access to the rear, although legroom is minimal, and the boot is the smallest here. However, load space improves when the rear seats fold down, aided by tip-forward squabs.
Of the Lupo's engine choices, the Sport model comes with a 1.4-litre 16-valver. This version produces 100bhp with a peak torque figure of 126Nm at 4,400rpm. The Lupo proved impressive during our performance tests and, from a standing start, it took 10.5 seconds to reach 60mph. It's quiet, too, as VW has worked on the sound-deadening to limit any boom in the cabin, especially on the motorway. Completing the drivetrain is a rubbery gearshift with well spaced ratios and brakes that offer a positive feel underfoot.
If driving thrills are top of your list then the Lupo would appear to be an obvious choice. With its Sport name, the suspension is tweaked to mix a smooth ride with agility. However, there is a fair dose of body roll and a spongy feel to the nose. It grips well, but the level of feedback is not as sharp as either of its rivals, and although the power-assisted steering is weighted enough for most, the car has a nervous feel turning into corners.
On paper, the Lupo might not be as expensive as the MINI One, but by the time the equivalent extras have been added the price is well over £13,000. Air-conditioning alone is £940, and although safety is enhanced with twin airbags, side airbags cost a further £350. Three years' warranty is diluted by only a year's breakdown cover, and running costs, depreciation and insurance are the highest here, too. Our economy run netted 32mpg, which is fair for the many sprints to which the VW was subjected. Well built, with a lively engine that gives its all, and refined on the road, the Lupo Sport is an endearing fun hatch - even at a price.
Ford Ka
It's easy to forget the stir Ford's Ka created when it burst on to the small car scene back in 1996. Here was a machine that was, on the face of it, a rebodied Fiesta with an old engine and controversial looks. It seemed at the time that Ford had completely lost the plot.
Today, the decision to launch the Ka is widely regarded as a brilliant move. Sales have far exceeded expectations, and Ford is now planning to turn the Ka into a brand of its own, as Mercedes has done with the Smart. With looks similar to a giant peardrop, the Ka still divides opinions - some love its new edge lines, others find them hard to stomach. But there's no denying the cleverness and execution of the design. The metal flows beautifully, complemented by the huge, wraparound plastic bumpers. On the Ka Luxury - the new top-of-the-range model - these are colour-matched to the rest of the car, and we think this looks even better. Those swept-back arrow flint headlamps and elliptical rear lenses also form part of the defining shape, with equally chic alloy wheels as standard, too.
Look inside the Ka and its design ethos cuts through the more conservative stereotypes of cabin layout. There are no straight lines here, either, and the influence of interior design is clear with avant garde swoops and features such as the ovalised clock atop the dashboard. The dial pod, facia and centre console have been melded into one huge arch over the steering column, with oval vents and door mouldings to match. Another clever idea is the cubby hole with rotating lid scooped out of the dash shelf. It's a pity, then, that Ford chose to use some very poor quality materials - plastics are low grade and the carpeting thin underfoot.
The cabin offers the same degree of comfort as the Lupo, although the semi-bucket seats - leather-clad as standard on the Luxury - do add an upmarket feel. While the steering column has no adjustment, it is set a good distance from the dash and, with a height-adjusting lever for the seat, the driving position will feel sporty for virtually everyone. Head and knee room is good, although large feet will struggle with the closely spaced pedals. The rear is less roomy and tall passengers will find their heads brushing the slope-away roofline. And while the back seats split right down the middle to increase the useful boot area, it doesn't match the VW. Annoyingly, an internal button or the ignition key is needed to open the hatch.
While there's no denying the Ka's futuristic looks, the engine is from a bygone era. Unable to squeeze in the modern 16-valve Zetec, Ford plumped for a modified version of its old eight-valver dating back to the Anglia. The 1.3-litre unit produces a paltry 59bhp at 5,000rpm and has a top speed of 96mph. Despite sounding keen to the ear, it shows its age with the Ka clocking the slowest 0-60mph time of 16.4 seconds. Nevertheless, it retains its eagerness through the gears, even though the cabin noise increases. Progress through the five-speed box is aided by a delightfully snappy shift, and when it comes to slowing the Ka down again the brakes are the best performers among this trio.
Balanced
In the Fiesta, Ford had a small car with a hot hatch temperament. Thankfully that has been carried over to the Ka, which is as well balanced as its older sibling. While the ride is less refined, the handling is superbly direct. The power-steering is as delightful for cross-country jaunts as it is for tight urban spots, and combined with a stiff chassis the Ka is a fine driver's car.
Value for money looks good, too, with a respectable mix of standard equipment, including leather seats, leather trimmed steering wheel and gearknob, remote locking, electric windows, air-conditioning and ABS. It is also the only car here to boast a CD player as standard. By opting for the £500 Reflex Pack you can add passenger and side airbags. Ford now offers a three-year warranty, although servicing appears to be on the steep side. But insurance, depreciation and running costs stand up well alongside its counterparts. Fuel economy is on a par with the Lupo, too.
If you want a small car that thrills when driven then the Ka is a great choice. But it cannot match the MINI or Lupo for performance or refinement.
The Verdict
A mark of a great car is the ability to entertain in all its forms - from the entry-level model to the range-topper. The MINI is a classic example and takes a notable victory here in One form. Buyers are offered a 1.6-litre engine and levels of refinement and equipment that put its predecessor to shame. Even its unconvincing ABS and lack of interior space cannot detract from a superb overall package that leaves it top here.
VW's Lupo has a spacious cabin and excellent build quality. The 16-valve engine is a real livewire, too, but while the ride is refined the Lupo is not quite as precise for driver feedback. That leaves Ford's Ka. It still seems as fresh as a daisy, with futuristic styling, a drive to relish and a generous amount of kit. But a dated engine and hollow build finish ultimately let it down.
1st - MINI One 1.6 Salt
X We like: Superb handling, smooth performance, slick gearchange, excellent fit and finish, retro styling, servicing deal
Z We don't like: Throttle pick up, over-eager ABS
2nd - VW Lupo Sport 1.4 16v
X We like: Lively engine, on-road refinement, relaxed driving position, typically solid build quality, roomy interior
Z We don't like: Pricey options, small boot, nervous turn-in
3rd - Ford Ka Luxury 1.3
X We like: Responsive handling, stiff chassis, snappy gearshift, chic styling, useful boot, generous standard equipment
Z We don't like: Strained engine, cheap trim, no external boot release