Mini Cooper Reviews

Getting a D for your new Mini does not mean you have failed. Actually, the new Cooper D is a winner. The D badge on the bum stands for diesel and the installation of the latest-generation common-rail 1.6-litre turbodiesel in the nose of the new-age Mini means you can travel more than 1000 kilometres between refills.The diesel is the third turbo Mini motor, joining the petrol-fuelled Cooper S and John Cooper Works models which both have twin-scroll turbocharging for more go. The turbodiesel D is very different, and since it was launched in Australia back in May the D has been a moderate success for the brand. But interest is growingOrders are now double the original showroom forecast - even if it was a low target - and around one-third of total Mini sales down under. And the car's frugal economy continues to attract strong interest. According to Mini, the D is a compelling hatch for anyone looking to drive their dollar further.If an average owner travels 15,000km a year in the Mini D, the fuel bill is under $15 a week at current metro diesel prices.Economy The 1.6-litre diesel has a combined fuel sipping figure of 3.9 litres for every 100km, which made it the country's most fuel efficient car back in May. However, Ford has since claimed the title with its Fiesta Econetic, which gets 3.7 litres/100km and BMW has also done better with its 118dStill, the arrival of other fuel misers does not diminish the Mini Cooper D's appeal.Styling The Mini Cooper D looks almost exactly the same as the 1.6-litre petrol models. Trainspotters will notice that the bonnet gets a more muscular curve to accommodate larger induction plumbing and of course the rear badge signalling it's an oil-burner. The large intake below the bumper, which feeds air into the engine, has a different grille and is split by a slim, body-coloured bar.Equipment The D gets the same equipment as the petrol Cooper, which means stability control, six airbags, 15-inch alloys, air conditioning, CD stereo, trip computer, multi-function sports steering wheel, cruise control and height-adjustable front seats.Drivetrain The 80kW diesel engine delivers a punchy 240Nm between 1750 and 2000 revs, 70 per cent available at just 1250 revs. Like the Cooper S petrol engines, the lightweight diesel engine's turbocharger also has a torque overboost feature. This extra 20Nm pushes peak torque to 260Nm at short notice, for swifter overtaking. The D is good for a 9.9-second sprint to 100km/h and will run out to a top speed of 195km/h.Mini has borrowed the car's economy features from some BMW models, which is not surprising as the German brand owns Mini. There is an auto-stop-start function on the six-speed manual, which means the engine stops when the car is stationary and in neutral.The car also has brake-energy regeneration, which helps lower the car's C02 emissions to just 104 grams for every kilometre. There is also a gear change indicator light, which shows up on the dashboard to indicate the ideal gear. The car also gets a streamlined underbody aerodynamic panel to help reduced drag, and on-demand engine equipment such as electric power-assisted steering, a switchable water pump and flow-regulated oil pump that only operate when needed.Driving Mini is stretching the limit on the fuel economy of the D. It says 3.9L/100km and splashes the figure on the driver's door like a giant racing number. For me, it is a 4.1 car. Not that it's a bad thing. And I didn't miss the target by much. It is massively frugal yet still gets along very briskly, retaining the zip-zap cornering character of the petrol-powered Mini with a solid surge of overtaking torque at any time.It's not as brisk as you might expect from a Mini, and as I remember from the Cooper S and John Cooper cars, but is still quick enough for most people. And fine around the city or suburbs.The best thing is that, provided you shift early and often in the six-speed manual, you can have signature Mini fun. That means quickish sprints, good go around corners, and enough punch to chirp the tyres on a 1-2 change.The fuel-saver gear on the Mini D is barely noticeable, apart from the engine-off system when you stop at traffic lights. It's a good idea that is catching on fast, and the re-start on the Mini was quicker than a Land Rover Freelander I drove earlier this year.The upshift indicator in the dash is another good idea, hinting when it's best to shift for economy, although it's impossible to check the electric steering or on-demand water pump. The braking performance was a bit sharper than I remember from the John Cooper car, but that could be me and not the brake-energy regeneration.The overall Mini package is just as I remember, from the funky dash to the tiny boot (although there are folding rear seats) and the click-clack positive gearshift.The only real downside is engine noise, particularly at start-up. The diesel rattles and clanks and the Mini does not have the sort of countermeasures in the latest all-new diesel cars, such as the Benz E-Class. It will come, but not yet.Some people will miss the zippy performance of the go-faster Mini models, but the D is more than good enough to pace city traffic and can get up for go in the country. And the chassis has plenty in reserve at any time, so you don't get the edgy feeling or the steering tug of the high-powered Mini models.It's not as refined as a Golf diesel, but the Mini is still a Mini and now it's possible to have your fun and drive past most service stations with a smile.Score 79/100Bottom line: A combination of fun and frugal that is unique today, and very appealing for some people.Mini D Price: From $33,750Engine: 1.6-litre turbo diesel four cylinderOutputs: 80kW at 4000 revs, 240Nm at 1750 revsTransmission: Six-speed manual (six-speed auto optional)Economy: 3.9/100km combinedRIVALS Peugeot 308 1.6 XSE HDI 75/100 (from $34,690)Volkswagen Golf 2.0TDI 81/100(from $33,190)Hyundai i30 1.6 SLX CRDi 77/100 (from $26,390) 

Australia could be the fourth country to get an electric Mini.The BMW Group has produced about 500 Mini E vehicles which run on mains electricity stored in a battery. They are loaned out to VIPs and government departments in the US, Germany and recently England.BMW Australia product communications manager Tim James hopes Australia will be the next to get an appraisal vehicle. "We have submitted a request to have a vehicle as part of a small pilot programme in Australia for various press evaluation and potentially government departments," he said. "There is no confirmation yet, but we have asked and we are confident. "Timing is unconfirmed at this stage."Unless you have been living in the Big Brother House for the past year, you would be aware that electric vehicles are imminent. Nissan, Mitsubishi, Smart and others are about to release mass market models while many other manufacturers are experimenting with small-volume test vehicles. Mini is one such company.Where the Mini E differs from most other models is that it is a commonly recognisable car. In the past, electric cars have either been golf carts or space-age weirdo machines that look like something George Jetson would drive. They were also thought to be slugs until Tesla came along and sorted that out; albeit with an expensive price tag. But they were never thought to be cars we could actually drive and afford. Until Mini E.Here is a car that looks exactly like a normal car. The only differences are some decals and the fact that it is a two-seater as the battery takes up the back seat.Mini E has a claimed range of 240km, produces 150kW of power and 220Nm of torque and will accelerate to 100km/h in 8.5 seconds.DrivingBMW last week loaned a Mini E to four Australian journalists to test around the streets and autobahns of Munich and surrounds. While we can confirm that it accelerates in a linear fashion to 100km/h in about 8.5 seconds, the claim about range must be based on a little old lady driving it to church.After our strenuous testing, the range indicator (where the tacho normally is) told us we would get about 70 per cent of the claimed range. Mini E project director Dieter Falkensteiner told us it was ‘driveable like a Mini auto’. However, with its enormous torque from go, it is a bit of a torque-steering handful when the lights go green.It also features overly aggressive regenerative braking which harnesses the kinetic energy of the brakes to recharge the battery.However, it feels as if the handbrake is still on. As soon as you release pressure on the accelerator, there is substantial deceleration. No coasting as you would expect in a normal car. This is fairly common for en electric vehicle, but it is the most dramatic of any electric cars I have driven. It is so effective, that it will decelerate to a complete stop from 100km/h in about 12 seconds without having to touch the brakes at all. That might be good for brake disc wear, but it will certainly take some getting used to.Together with a slight delay in the accelerator response, I found it rather difficult to drive smoothly especially in stop-go traffic. However, if you are keen on having a red-hot go, it rewards with a powerful thrust of linear acceleration, accompanied only by the muted sounds of a hair dryer. In fact, that sound is the airconditioning system trying to keep the battery cool.The 260kg battery takes up the entire back seat area and adds to the vehicle's extra weight which is up about 400kg on as similar auto Cooper. The battery can be quick charged on 50amp in about 2.5 hours or 32amp in five hours and draws a maximum of 28 kilowatt hours of electricity, costing about $5, depending on your supplier and when you charge. Australian mains power would charge it in around eight hours. Falkensteiner said that with development, the battery size would be reduced and the rear seat returned. How that battery copes with Australia's extremes of temperature are yet to be determined.Mini EBody: 2-door, 2-seaterMotor: asynchronous electricPower: 150kWTorque: 220NmBattery: lithium-ionWeight: 1465kgAcceleration: 0-100km/h 8.5 seconds

Hybrid or diesel? It's one of the burning questions of 2009. Rival carmakers each claim to have the perfect answer to the green question of the new millennium, but they can’t both be right when one is trumpeting the economy and efficiency of diesel and the other says a petrol-electric hybrid is the only way forward. So we put them to the test.The contestants We lined the latest Mini Diesel up against the all-new Toyota Prius and put them through their hoops in the real-world disaster zone of commuter travel.To keep thirst and belch low, the Prius relies on switching over to its electric motor – partly charged by capturing regenerative braking power – whenever practical, while the Mini uses an efficient diesel system and stop-start technology that switches off the engine when you’re stationary. And they both do impressive figures on a test cycle.The Prius III’s 1.8-litre engine claims official figures of 3.9L/100km for urban and combined driving, and 3.7l for highway running, with emissions pegged at 89gm/km of CO2.Mini D carries a 1.5-litre diesel engine that also posts an official figure of 3.9l/100km combined - rising to 4.7l in city driving and dropping to 3.5l for the highway - but emits 104gm/km,But a laboratory test is a long way from the stop-start grind of an average Australian workday run. So how would they perform in a series of nightmare commuter runs through Sydney’s peak hour traffic into the CBD? We asked two colleagues to do a couple of commutes in each car, driving in their normal manner, restricting their trips to the work runs and noting their fuel consumption and impressions.Northern trips From Narabeen, Simon Fuller has a commute of about 35km, and takes just over an hour to cover it on average. The two round trips he did in the Prius through morning and afternoon peak hours resulted in an average fuel consumption of 4.6L/100km. Being totally city driving, that’s naturally a bit above the official combined figure, but a fairly economical result for peak hour travel.The same trips in the Mini came in at 4.9l/100km - just 0.2l above the car’s claimed city figure, but with the higher price of diesel a more expensive commute.Southern trips From Oyster Bay, Brett Houldin also travels about 35km and takes just over an hour. His two round trips in the Prius resulted in an average fuel consumption of 4.5L/100km, while his Mini consumption finished at 5.3l. So it seems the Toyota hybrid can ward off the bowser challenge from the Mini diesel. But if you’re going to spend long hours in a car, a great fuel figure is not the whole picture.Fuller on the Prius City driving at any time around peak hour means that there is plenty of stopping and starting in your drive. The Prius’ sluggish take-off but sensitive brakes made this an interesting practice, but this wasn’t too hard to adapt to. And once the car is moving, it has no problem getting up to the required speed. The steering was a pleasure and the turning circle was impressive.But when the electric motor is in control on slow-speed inclines-such exit ramps out of car parks - there is a tendency for the Prius to stop and roll backwards. I learned to put my foot down on the accelerator a lot harder than would feel comfortable in most cars.However I liked the radar cruise control. I didn’t have to brake or accelerate as the speed of the car in front changed. The radar would detect the Prius getting closer to the car in front, brake, and then resume speed once there was sufficient room again. Not sure how much I trust a computer-driven car, but it certainly was fun.As was the parallel park assist function. Once you have lined up a spot to park in, all you have to do is brake as it reverses and steers for you. For many people, the excellent fuel consumption might make it a significant factor in their car choice. If these were priced in a lower price range, I think they would be a lot more appealing.Overall, the Prius was roomy, reasonably powered, and feature packed. But there was no sense of pleasure in the driving. It lacked the feel that a keen driver would be looking for.Houldin on the Prius It’s small and sleek, but powerless. My first reaction - a lawn mower. It was hard to adjust to such a different car from my usual V8 offroader, and that was obvious each time I took off from the lights. But once you got up to around 30km/h, the car was very comfortable and enjoyable to drive around the city, manoeuvrable and easy to control.I enjoyed the positioning of various buttons and the ease of driving. Having the odometer in the middle was at first annoying till I used the illuminated ‘heads-up’ display - this is a fantastic addition. My biggest complaint was the location of the back spoiler. It seemed to be in the way every time I wanted to look through the rear-view mirror. But overall, a good city car and very economical, so it suits its purpose.Fuller on the MiniI was surprised at the spaciousness of the cabin, and felt an immediate sense of excitement at the interior-bucket seats, retro-styled gauges, aircraft-like control switches, two-panel sunroof … it looked like this car had it all.The engine has the hollow burbling noise familiar with diesel engines, but with the doors closed and windows up, you'd have no idea it wasn’t a petrol motor, until you use the accelerator. The distinct difference is the torque that this little beast has to offer compared to a similar sized petrol powerplant. It's definitely not lacking.The clutch and gearbox feel solid and are both easy to adapt to and very smooth. Gear ratios probably couldn't be much closer to perfect either. The steering is firm, and it handles well. There was an initial abrupt reminder that the engine switches off when stationary after you shift into neutral. Not yet trusting the system, I just touched the clutch pedal and the engine fired back up, and very quickly too.The Mini also coped well with a peak-hour commuter’s dread in a manual-stretches of stop-start-crawl on a twisty uphill road. The Mini makes this a piece of cake, with the hill-hold feature kicking in every time you come to a rest while facing uphill, making take-offs so easy and never needing the handbrake. And it used just under half the fuel of my regular vehicle, a turbo four-cylinder Mazda.Houldin on the Mini The manual is annoying in heavy traffic, especially when it turns off during idle. I found the suggested gear change interesting, mostly because it suggested changing before 2000rpm-this is obviously how they claim such low consumption. Very rarely did I get it into sixth gear around town even when it suggested it at 70km/h.But this car is really fun with a go-cart feel. It sounds like many other diesel engines - and this one was similar to an old Herbie. There is plenty of power for a small car and it’s very zippy around the city, but you tend to not focus on how fast you’re going when the gauge is in the middle of the dash. And the mesh cover on the sunroof is basically useless. It should have been solid.But overall it handles very well and you’d recommend it to anyone looking for some basic thrills with minimal running costs.Fuller’s choice The Mini for sure, because although it has great economy and is better for the environment than most cars, it manages to not compromise the driving experience, and still has plenty of power to boot. It's got better visibility and not so many features that I probably wouldn't end up using, like the parking assist.Houldin’s choice I’d buy the Prius, mainly because I know my wife loved it and it’s the type of car she would drive more than me. It had some awesome techno features that were equivalent to a top of the market car. But if I wanted a car just to fang around in, no question - the Mini.Toyota Prius Price: From $39,900 (Prius) to $53,500 (Prius i-Tech) plus on-road costsEngine: 1.8-litre four-cylinder petrol plus electric motorOutputs: 73kW at 5200rpm and 142Nm at 4000rpm (engine); 60kW (motor); net power 100kWTransmission: Continuously variable transmission, front-wheel driveEconomy (official): 3.9l/100km combined and urban, 3.7l/100km highwayEconomy (on test): 4.5l/100km urban, averagedMini Cooper D Price: From $33,750 plus on-road costsEngine: 1.6-litre four-cylinder dieselOutput: 80kW at 4000rpm and 240Nm at 1750rpmTransmissions: Six-speed manual or automatic, front-wheel driveEconomy (official): 3.9l/100km combined, 3.5l/100km highway, 4.7l/100km urbanEconomy (on test): 5.1/100km urban, averaged

The Mini Cooper D posts an official fuel consumption figure of 3.9 litres per 100km and C02 emissions of 104g/km, slipping in just beneath Toyota's current Prius (the next Prius claims it will hit 3.9l/100km and 89g/km) and the Smart mhd.The brand’s Australian marketing manager Chris Brown says making diesel cool and sexy is the challenge. "That's the $64-million dollar question, and I think the thing working in our favour is inherently it's a Mini. "We're relying on the fact that a diesel in a Mini package is still a Mini," he says.Brown says the benefits of diesel are well accepted, but some of the other technologies don't carry over. "Some of the new technology doesn't carry over into the automatic - the automatic stop/start and the shift indicator for example."Those people more interested in economy are going to go for the manual, those looking for convenience will go for the auto. "We're expecting 50/50 but we're not sure on our volume targets, we're conservatively thinking about 200 between now and the end of the year," he says.DrivetrainsThe D can be spotted in traffic by Mini-philes by a bigger front air intake and the broader power dome bonnet that accommodates the larger induction hardware for the 1.6-litre common-rail direct-injection turbodiesel.The particle-filter equipped engine was co-developed and is shared with Peugeot and Citroen and has a variable-geometry turbocharger.The turbo shares an overboost function (when the right pedal is floored) with its petrol siblings, giving an additional 20Nm of torque above the 240Nm available from 1750rpm.Mini staffers say 70 per cent of the peak torque is on offer from 1250rpm and if you feel the need, the engine delivers 80kW of power at 4000rpm. The official Mini blurb claims that's good enough for a 9.9 second sprint to 100km/h and a 195km/h top speed, says Mini.The launch drive fleet was devoid of any optional six-speed automatics - which up the price from $33,750 for the manual to $36,100 - and also increases the thirst to five litres per 100km.Aids to fuel economy With the six-speed manual gearbox you get the auto stop/start function which stops the engine when the gearbox is in neutral and the clutch pedal is not pressed. As soon as the clutch pedal is touched, the engine re-starts.The Cooper D also brings with it brake energy regeneration, which re-charges the battery when coasting or braking, as well as smart oil and water pumps that only kick in as required.An underbody aero-panel, a ‘friction-optimised’ crank drive, electric power steering and more aluminium panels and components help lighten the load on the fuel bill.EquipmentThe Cooper D carries the same equipment specification as the petrol-powered Cooper, which means stability control, six airbags, 15in alloy wheels, air conditioning, CD sound system, trip computer, sports steering wheel with audio and cruise controls and height-adjustable front seats.DrivingIf any car can make diesel trendy then a Mini has a shot at it. Dressed up in the optional ($37,350) Chilli pack as it is in the images, the spunky little four-seater looks the goods.The little diesel is quiet and reasonably smooth, with plenty of torque to more than adequately shift 1090kg.Idling through city streets a gear higher than otherwise would be possible, the little Cooper D pulls up hills with no throttle pressure at all.The gearshift is smooth and quick, giving the consumption-conscious driver a chance at achieving the ADR figure of 3.9l/100km to rapidly swap cogs even before the optimistic economy-encouraging gearshift indicator.Trust is required to believe the claim of 70 per cent torque peak on offer from 1250rpm.The alloy block for the diesel has meant weight over the front end has not soured the handling, so the go-kart road manners have not been tarnished.The automatic stop/start function takes some getting used to and the rattle as it stops is a little rough. The start-up time, followed by engaging a gear and getting away, can be a worry, as drivers behind expect the little hot-hatch ahead of it to be quick off the line.On the launch drive through the crawling CBD traffic, suburban main roads, freeways and onto country roads, my co-driver and I managed to match the 3.9-litre fuel use claim by the company, although our overall average was just over 4.1.Mini Cooper D Price: from $33,750.Engine: 1.6-litre common-rail direct-injection intercooled turbodiesel.Transmission: six-speed manual or six-speed automatic ($36,100), front-wheel drive.Power: 80kW @ 4000rpm.Torque: 240Nm @ 1750rpm (260Nm on overboost).Performance: 0-100km/h 9.9 seconds, top speed 195km/h (manual).Economy: 3.9litres/100km, tank 40litres.Emissions: 104g/km.Rivals: Smart mhd, from $19,990.Toyota Prius, from $37,400.Peugeot 207 1.6 HDI XT, from $28,990.Citroen C4 1.6 HDI, from $30,990.

Development took place between 1995 and 2001 under the directorship of the Rover Group.In 1999 BMW took control of the Rover Group in one of the many large takeovers of the period. BMW sold off Rover in 2000 but decided to keep the Mini as a seperate brand. This second period Mini is sometimes called ‘BMW Mini’ or the ‘New Mini’.Mini is 55cm longer, 30cm and 400kg heavier than the original. These figures have prompted many enthusiasts of the original to feel that Mini is not a true successor and some purists disparage Mini as unworthy of the name, however many other enthusiasts have embraced it..First Generation Mini was launched in April 2001 and on 3 April 2007, the one millionth Mini was produced after six years of production, one month longer than it took the classic Mini to reach the same total in March 1965.Since 2001 many variants have been produced as well as numerous show and concept versions. The Mini is now in what is known as the Second Generation and currently there are three body types: hatchback, convertible and Clubman. as well as many power variants from electric, diesel through to the 155kW John Cooper Garage versionFirst generationMk I Mini HatchbackFirst generation Mk I Mini Cooper SProduction2001-2006 (Mk I hatchback)2005-2008 (Mk I convertible)Body style(s)3-door hatchback2-door convertibleEngine* 1.4L Tritec I4 (One)* 1.4L Toyota 1ND-TV diesel (D)* 1.6L Tritec I4 (Cooper)* 1.6L Tritec supercharged I4 (S)Transmission* CVT* 5-speed manual* 6-speed automatic and manualSecond generation – 2007 - continuingMini introduced a brand new, thoroughly re-worked second generation car in 2007. The Gen 2 Mini (or R56), utilises a re-engineered platform with numerous engineering and styling changes. The drivetrain is shared with Peugeot and Citroen and is designed to be more cost effective to manufacture and fuel efficient to run. Generation Two was engineered in the UK by BMW.Body* 3-door hatchback* 2-door convertible* 5-door estateEngine* 1.4L Prince I4 (One)* 1.6L Prince I4 (Cooper)* 1.6L Peugeot DV6 diesel I4 (Cooper D)* 1.6L Prince turbocharged I4 (Cooper S)Transmission* 6-speed automatic* 6-speed manualRelated articles:Mini: Car of the Week (part 1)Mini diesel price announcedFirst drive: 2009 Mini Cooper CabrioIn the garage: Mini Cooper ChilliBathurst 1000 - past winnersFind your very own Mini

But the Chilli variant adds even a little more heat to the recipe, for which the cost starts at around $43,500. Of course, you can add all sort of goodies from the bursting Mini option wardrobe to bump that price tag up at will.EngineMated to a six speed manual transmission, or optional six speed auto, the Mini Cooper S Chilli is powered by a 1.6 litre, four cylinder turbocharged engine that squeezes out 128kW at 5500 rpm and 240Nm at 1600-5000 rpm.On its way to a top speed of 225km/h, it will pass the 100km/h mark in 7.1 seconds.In the city, the Chilli burns 7.9 litres of fuel every 100 kilometres but on country roads and freeways that figure can drop considerably to around 5.2 litres, while CO2 emissions are also relatively low, at around 149 g/km.ExteriorThe ‘compact on the outside, roomy on the inside’ promise continues with the Cooper S Chilli.Seventeen inch alloy wheels jammed hard into each corner provide the car with minimal overhangs and promote a stocky, bulldog appearance.A wrap-around style glass window band increases peripheral vision and the upright windscreen improves interior space.The wide-mouth, hexagonal grille and bi-xenon elliptical headlights, plus chrome highlights and Cooper S badging accentuate the sporty look of the Chilli, whilst side sills, flared wheel arches, twin exhausts, twin racing stripes and a wing-shaped roof spoiler compliment its muscular, purposeful stance.InteriorThere is a feeling of precision and quality inside the Mini Cooper S Chilli.Supportive leather seats and multifunction steering wheel provide a superior level of comfort, whilst the unique dash layout – emphasised by the huge speedo in the middle - is fresh, neat and well made.There is plenty of storage space in the roomy, chrome-finished cabin, including two cup holders, and enough leg room in the back seats for two average sized males to sit in comfort on short trips.SafetyAs well as six standard airbags, the Chilli comes with anit-skid brakes with cornering control, brakeforce distribution and stability and traction control systems.DrivingIt’s always refreshing to see a unique approach to interior design. Mini has certainly achieved difference with the switch laden dash and big retro dials finished with chrome and lots of glass and colour. Whether it’s necessarily to our taste is another story but big-ups in any case for the effort.One negative was the position of the speedometer. It might look striking and novel if you’re not driving but it’s a hassle to look left all the time to see how fast you’re going – and perhaps a little dangerous too. Another sore point was the footrest that seemed a bit too large for our Aussie feet, and got in the way a lot when changing gears.But the seats were firm and supportive, the cabin was light and roomy and the fat leather wheel felt substantial in the hand. Most of the controls were easy to find and simple to use, although we did take a bit of time fumbling our way a round the audio system.All the talk about the Cooper S range handling like a go-kart is on the money. The bigger wheels at each corner give it plenty of grip. Diving in and out of corners, the car was always direct and true.The turbo charger gives the Chilli all the nip it needed. We did find giving it too much squirt took enough weight off the front wheels to liken it to an untethered hose on full whack, which was a little unsettling.The suspension could have been slightly more forgiving which would have ironed out a few rattles and knocks over rough bitumen, but there was little to no body roll given its extremely low centre of gravity and ideal weight distribution.But overall, this is a fun and feisty car – with all the pocket performance you could want, and great looks to boot.

But for how long will it hang on to the title.BMW'S two—door Mini will soon snatch away from rival Smart the bragging rights of having Australia's greenest new car — but it looks like its reign is going to be short lived.The diesel version of the Mini arrives in June, promising an average a budget friendly fuel consumption of 3.9 litres per 100km — or a remarkable 3.5 litres on the highway — giving it a range of just over 1000km on a tank from an engine which produces just 104g of CO2 per kilometre.That will make the Mini D cleaner than the much vaunted Toyota Prius hybrid and the current green car king, the Fourtwo from Mercedes—Benz subsidiary Smart which has a mild hybrid system.But Smart isn't lying down and will fight back with an even cleaner two—seat FourTwo, which may go on sale as early as August. It will lower the green bar even further to 3.3l/100km and promising an astonishing clean exhaust for a conventional combustion engine of just 88g/km of CO2.And waiting in the wings will be an equally smart 1.2—litre Fiat 500 cabriolet, due to be launched at the Geneva Motor Show next month which will use the same fuel saving stop—start engine technology as the Mini. It's due in Australia next year to take its share of the frugal limelight.Meanwhile, all eyes are on the new diesel version of the cute—as Mini, and the big advantage it has over the Smart is that it at least has a back seat, of sorts.The stylish Mini's maxi appeal is you can have fun and at the same time feel good about being environmentally responsible. It promises class leading fuel economy from its direct injection turbo engine, jointly developed with Peugeot and Citroen, without the need for expensive and hefty batteries which are the millstone of existing electric/petrol hybrid systems.Pricing is yet to be fixed but the Mini D is expected to come into the market for about $34,000 for the base Cooper version and just under $38,000 for the better equipped sporty Chilli.But the diesel Mini nearly didn't make it to our market. A year ago it would not have been possible for BMW to sell it here.The Mini D's remarkable fuel economy is largely achieved by automatically shutting down its engine when at idle, such as stopped at traffic lights. Depressing the clutch instantly fires up the engine again. It also switches off ancillaries, such as the alternator and water pump until needed to reduce engine load to save fuel while energy traditionally lost when braking is recaptured and fed back to the battery.As well, there's even a gauge to tell the driver when to change gears for maximum efficiency.But most of this technology, developed by Bosch, works best with a lean burn diesel engine and until last month Australia's diesel was too high in sulphur to make it work. The sulphur level was reduced in December, opening a flood gate to companies like BMW to bring in high tech engine technology.The green friendly message will be a big marketing draw card for Mini as buyers look to downsize and look at fuel efficient alternatives.BMW Australia last year successfully convinced Germany there was a sound business case for adding the diesel to the Australian Mini range. It was, in hindsight, a brave move considering the majority of Mini owners scoffed at such an idea of having a diesel under the bonnet. But times have changed and being seen to being green is now OK. So how does the diesel Mini drive? The quick answer is a lot better than many critics thought.DrivingGood grief, a Mini with a diesel. What next? But hang on, there's some sound reasoning for going down the diesel path, not the least is the feel good factor.And by the way, you can spot the diesel by the slight power bulge — or is that a pot belly — on the bonnet and the D badge on the boot, otherwise it looks like a regular Mini.For those who frown at the thought of a diesel Mini: be prepared for a culture shock. This one comes high on the fun factor scale.There are a couple of minor downsides — at highway speeds there's some wind noise around the A frames, the engine sounds harsh over 3000rpm and there's some old fashioned diesel clatter on start up and engine shudder when it automatically shuts down and goes into idle mode.And the engine shutting down when the car is stopped feels strange but you get used to it and you can switch it off if not needed.But the positives here far outweigh the negatives. This is no sprint car but underway this oil burner is remarkably quiet and refined.Punting it along dead smooth German autobahns and average quality rural roads proved the Mini, despite the extra weight of the diesel motor, sits well on the road with a compliant suspension setup , good dampening and precise gear shifting.It certainly has the potential to shine on Australian roads and the claimed 3.9l/100kmh looks achievable. The ride from the runflat tyres is firm without being uncomfortable. And it retains the Mini magic of crisp point to point steering.It may only have 80kW under its belt, and zero to 100km/h takes a leisurely 9.9 seconds but you don't buy the this Mini for off the line pace. This is a fairly relaxed engine: at 100km/h it is only pulling 1800 revs.Torque is what the Cooper D is all about — 240Nm of it spread between 1750 and 2000rpm which can be briefly boosted to 260Nm under full throttle. To put that another way, the diesel produces the same amount of torque as the existing turbocharged Cooper S, but uses substantially less fuel and will be markedly cheaper to buy. The Cooper D will sell for about $34,000, the petrol Cooper S sells for $42,100.And that's the conundrum facing Mini buyers. Can they live with the D for diesel badge on the boot?If not, hide the badge and still boast to your friends you are doing your bit to save the planet.Let them guess what's under the bonnet. On sale: JunePrice: $34,000 to $38,000Engine: 1.6—litre turbo diesel, 80kW at 4000rpm, 240Nm torque from 1750rpm; peak torque 260Nm under full boost.Transmission: Six—speed manual or six—speed automatic optionalEconomy: 3.9l/100km combined, 104g/km CO2Make One Degree of difference today by calculating your carbon footprint and finding out what you can do to reduce it. 

As I jumped into an electric Mini in Los Angeles, as one of the very first journalists anywhere in the world to drive the Mini E, I was surprised as it drove so much like a normal petrol- powered car.The Mini E is spritely, has excellent air conditioning, rides nicely and has the same quality construction and funky looks as the regular petrol-power Mini models in showrooms in Australia. And, as you would expect, it is very, very quiet.Then again, it is charged through a high-voltage cable connected to the electricity grid ...The Mini E also drops from a four-seater to a two-passenger car, as the tail end is loaded with the giant 200-kilogram battery pack which makes it one of the cars at the sharp end of the move from unleaded to volts.There are many other electric cars at the Los Angeles Motor Show this week, and California has become a hotbed of electric action as major carmakers accelerate their plans for zero-emission cars to battle global warming "This is about re-inventing mobility. Change and progress is coming,"the head of the world's fifth-largest carmaker, Carlos Ghosn of Renault-Nissan, said at the opening of the Los Angeles Motor Show.He forecasted global sales of around seven million electric vehicles a year by 2020, although that will still only be around 10 per cent of total worldwide sales.The Mini E is already the poster car for the green movement with significant advantages over other contenders including the Mitsubishi i-MIEV mini-car.For a start, it has 240-kilometre range. It can also zap to 100km/h in just 8.5 seconds, which is better than many petrol cars, and it has a top speed of 155 km/h.It can also be recharged in just 2.5 hours.The bad news, for now, is that Mini is only building 500 Es and they will only be leased to people in the USA for around $1500 a month.There is no plan to bring the car to Australia, except for demonstrations.But the BMW Group, which produced the Mini E, is committed to alternative energy and is working on everything from cleaner petrol engines to hydrogen power and the eventual switch to electric.Mitsubishi will easily beat Mini to showrooms when it introduces its plug-in i-MIEV towards the end of next year and Daimler also has battery-power plans for its Smart ForTwo and Mercedes-Benz A-Class, probably early in 2010.But everyone on the electric bandwagon knows that cars such as the Mini E will only be workable in Australia once there is a significant network of plug-in charging stations like the one already in place in LA.That is one reason why the head of the i-MIEV project, Kenichiro Wada of Mitsubishi, is coming to Australia next month."I am sorry, but without any infrastructure we cannot supply this car to Australia. It is chick-and-egg relationship," Wada said."If possible, I would like to talk to governments and power utility companies. They have to prepare for the arrival of electric cars." 

While it is harsh to dismiss the first R53 version of the JCW as not being a success, it wasn't all it could so Mini owner's BMW have improved the breed for the new R56.The last JCW was more of an retro-fitted parts kit, supplied through the John Cooper Works tuning arm, than a proper Mini model. The new car is the real deal with Mini taking control of the JCW brand and developing the road car - both hatch and Clubman - alongside its Mini Challenge racer.That means the JCW earns its place at the top of the Mini heap, as the brand’s halo car, above the Cooper and Chilli models.It is a natural extension to the brand given the strong racing heritage of the original Mini and John Cooper; the man who ran Jack Brabham to two Formula One world titles.Mini is pushing the links to the Challenge racers hard, and with good reason. The engine is the same one found in the track cars.The 1.6-litre turbo-charged four-cylinder powerplant produces 155kW and 260Nm; with a further 20Nm available on Overboost. It boasts new pistons, valves, turbochargers, intake and exhaust systems on top of the standard Cooper S engine.But for all the power, Mini hasn't forgot that the world craves environmentally friendly cars. Fuel economy is an impressive 6.9l/100km for the hatch and 7.0l for the Clubman on the EU cycle and the engine already meets the EU 5 emission standards, that have still to be introduced.The company has also gone to work on the car's handling and other performance measures. There are upgraded brakes, suspension, gearbox and a recalibrated Dynamic Stability Control system and traction control.There is also a unique Electronic Diff Lock Control that works when the DSC is switched off.While the car's has been toughened up, Mini is also offering a range of performance parts to let customers go even further.Cross-drilled brake discs, an aerodynamic kit that includes a wing and rear diffuser, a strut bar and suspension upgrades are all on the options list.Also available are interior upgrades that include racing seats, sports steering wheel, carbon fibre gear lever and handbrake and bigger, 18-inch wheels.The JCW is based on the Chilli S model so the base package for the car is solid.Prices start at $48,800 for the hatch and $51,300 for the Clubman.The Cabrio version of the JCW won't hit the roads until the updated soft-top emerges next year. With the basic models due by the second quarter the JCW probably won't land on our shores until the middle of 2009.Despite starting late in the year Mini Australia is expecting to sell 60 JCWs by the end of 2008 and is targeting 150 in 2009.  ON THE ROADWhat the Mini JCW lacks in style, it makes up in substance.The biggest criticism of the car is the styling is under-whelming. Sitting inside the car there is almost nothing to really distinguish it from a regular Mini.Granted the steering wheel is leather, there are sports seats, anthracite roof lining and a 260km/h speedo but they are very subtle touches and don't suggest a premium model. You don't even get special badging unless you pay extra.But having said that, it is typically comfortable and stylish as we've come to expect from the Mini.Things are improved on the exterior with 17-inch alloy wheels, bonnet stripes and JCW badges. But again you are left with the feeling that Mini could have taken things further. The optional 18-inch black wheels and aerodynamic kit give the car real presence but come at a price.For a brand so heavily aware of style it is a surprising element to the JCW.But while the styling is under done you can make no such criticism of the engine. It is brilliant; capable of pumping out 97kw per litre.It's small size belies the fact that it is a powerful unit that is capable of taking the car to 238km/h and from 0-100km/h in 6.5 seconds.It's not just the raw power too. It is smooth across the rev range and sounds great when you put your foot down.The gearbox is also impressive. Despite being beefed up to cope with the extra grunt it retains the same sharp feel of the standard Mini six-speed manual unit.As you'd expect for a sports model with upgraded suspension the ride is firm. The handling is direct and the JCW provides good feedback to the driver; especially when the Sports mode is engaged. While it can feel harsh on the rougher, open roads it work well on smoother tarmac.To demonstrate this the launch program for the JCW included a stop-over at the Broadford State Motorcycle Complex for some racetrack laps.On the track the JCW is impressive. For such a small car it provides big entertainment. The engine comes into its own when there are no speed limits to worry about and the brakes held up well to the punishment the track dished out.The extra weight made the Clubman less predictable and stable in the rear in the high-speed corners. The hatch had no such problems and lived up to Mini's claims of go-kart like handling. INSIDE VIEWPrice: Hardtop $48,800, Clubman $51,300Engine: 1.6-litre turbo-charged four-cylinder, 155kW and 260NmTransmission: Six-speed manual, front-wheel driveFuel economy: Hardtop 6.9l/100km, Clubman 7.0l/100km both on combined EU cycle 

A first Australian drive of the beefed-up CooperS showed just what a few thousand dollars and some relatively minor enhancements can do for what was already an impressive fun machine.The engine kit; larger airbox, free-flow twin exhaust and enhanced ECU programming; will set you back $3800 plus fitting by a Mini Garage specialist but brings a 10 per cent boost in power, lifting output from the twin-scroll 1.6-litre engine to 141kW as well as adding an additional 10Nm of urge.Unlike the previous generation of supercharged engines the JCW kit does not include a cylinder head swap.A sports suspension package which firms the damper rate and lowers the Mini by 10mm adds $1460; while the aero body kit ($2696), performance brakes ($2015) and 18-inch wheels with 205/40 run-flat rubber ($5100) all but complete the external enhancements.If you really want to stand out there is a carbon-fibre roof-mounted rear wing yet to be priced.Inside the Cooper S, the usual main opportunity is a set of extremely comfortable and supportive Recaro sport seats at $7000 a set.Unlike some sports seats the Mini buckets retain their side airbag protection through a not particularly attractive mounting on the outside of the seat; with the activator tucked away between the seat and the transmission tunnel.While the full enhancement kit on the JCW model built up by BMW runs to something more than $22,000 over and above the cost of the Cooper S, the company doesn't expect it to hinder sales.“I expect that we will sell a lot more of the engine kits by themselves than the engine and body kits together,” Mini's Alexander Corne says.“From the experience of the first generation of John Cooper Works sales where about 10 per cent of Cooper S buyers added the engine enhancements it is likely to be around the same this time.“These are people who want the extra performance to go with the show.”Corne says Mini buyers, on average, will add about $4000 worth of custom options to their new car.“These are not people agonising over a $19,990 car,” Corne says.“These are people who want individuality in their cars. They are saying, how can I make this car mine?.”On the road the JCW-enhanced Cooper S is all about expanding the envelope for the Mini's go-kart-like performance.The twin-scroll turbocharger unit, which replaced the previous supercharged model is only improved by the ECU tweaks in the JCW tuning.There is no breathtaking improvement but the same table-flat torque characteristic from just a tick over 1600rpm right through to 5000rpm is present and accounted for; with just that little extra.The 250Nm in the JCW-enhanced vehicle may only be an increase of just over 3 per cent but it improves not only the 0-100km/h sprint time but the all-important 80-120km/h times in fourth, fifth and sixth gears.The elastic nature of the little turbo makes the Mini a delight to punch along, enhanced even further by the slick six-speed manual box. With the suspension wound off to improve the ride quality in the basic Cooper S, the JCW suspension pack effectively replaces what had been lost.In spite of the lower ride height, sharper damper rates and low profile run-flat tyres the ride is anything but harsh.Traditionally, the Mini has never met a corner it doesn't like.As far back as Alec Issigonis's original “brick on wheels” the core of a Mini has been its uncanny ability to suck up the road and slide around corners.The enhancements simply work to make it even more defiant of physics. SnapshotMini Cooper S JCWFrom: $43,790Engine: 1.6L/4-cylinder twin-scroll turbochargedPower: 141kWTorque: 250Nm (270Nm on overboost)Transmission: 6-speed manual, 6-speed automatic; front-wheel drivePerformacne: 0-100km/h 6.8sec (manual)