# data.attributes.title
Road Test: Mini Hatchback 1.6 Cooper S 3dr

# data.attributes.metatag[].attributes.content
Road Test: Mini Hatchback 1.6 Cooper S 3dr | Top Gear

# data.attributes.metatag[].attributes.content
Road Test: Mini Hatchback 1.6 Cooper S 3dr

# data.attributes.metatag[].attributes.content
If the Mini has anything resembling an Achilles' heel, it's probably its Brazilian-made 1.6-litre engine. It's a slightly strange state of affairs, given that BMW is the architect of arguably the finest range of power units the world has ever known, but there we are. I can't help wondering if a bigger, normally aspirated engine would have been a more satisfying option for high-performance Mini derivatives, but then we can only guess at the complexities of BMW's deal with Chrysler, which guarantees that a certain number of the 'Pentagon' powerplants are produced annually.

# data.attributes.metatag[].attributes.content
Road Test: Mini Hatchback 1.6 Cooper S 3dr

# data.attributes.metatag[].attributes.content
Road Test: Mini Hatchback 1.6 Cooper S 3dr

# data.attributes.metatag[].attributes.content.reviewBody[]
If the Mini has anything resembling an Achilles' heel

# data.attributes.metatag[].attributes.content.reviewBody[]
it's probably its Brazilian-made 1.6-litre engine. It's a slightly strange state of affairs

# data.attributes.metatag[].attributes.content.reviewBody[]
given that BMW is the architect of arguably the finest range of power units the world has ever known

# data.attributes.metatag[].attributes.content.reviewBody[]
but there we are. I can't help wondering if a bigger

# data.attributes.metatag[].attributes.content.reviewBody[]
normally aspirated engine would have been a more satisfying option for high-performance Mini derivatives

# data.attributes.metatag[].attributes.content.reviewBody[]
but then we can only guess at the complexities of BMW's deal with Chrysler

# data.attributes.metatag[].attributes.content.reviewBody[]
which guarantees that a certain number of the 'Pentagon' powerplants are produced annually. And they've got to stick them somewhere. In any case

# data.attributes.metatag[].attributes.content.reviewBody[]
there's also the suggestion that there simply isn't enough room in the Mini's compact engine bay for anything bigger than a modified 1.6-litre job.The Cooper S's engine has been augmented with a belt-driven supercharger which boosts the pressure of the air being ingested to a maximum of 0.8bar. As you would expect

# data.attributes.metatag[].attributes.content.reviewBody[]
hence the addition of an intercooler to calm things down.BMW has also tweaked the standard 1.6-litre engine's crankshaft

# data.attributes.metatag[].attributes.content.reviewBody[]
as well as the radiator and engine management systems

# data.attributes.metatag[].attributes.content.reviewBody[]
although its bore and stroke remain the same. On paper

# data.attributes.metatag[].attributes.content.reviewBody[]
while 80 per cent of the Cooper S's 155lb ft of torque is available between 2

# data.attributes.metatag[].attributes.content.reviewBody[]
000rpm. It also means that the Mini breaks the magic 100bhp per litre barrier

# data.attributes.metatag[].attributes.content.reviewBody[]
all of which I rather like the sound of. I also like the sound of the exhaust

# data.attributes.metatag[].attributes.content.reviewBody[]
retuned in S guise to relocate the standard car's anaemic note to a bassier register.Major chassis modifications were not necessary

# data.attributes.metatag[].attributes.content.reviewBody[]
but a handful of detail changes should sharpen up its act even further. So the S gets the ultra-firm Sports-Plus suspension - an option on the Cooper - as standard

# data.attributes.metatag[].attributes.content.reviewBody[]
while the electrohydraulic power steering

# data.attributes.metatag[].attributes.content.reviewBody[]
has only 2.5 turns lock-to-lock. There are reinforced struts on the front suspension and a chunkier front anti-roll bar

# data.attributes.metatag[].attributes.content.reviewBody[]
while that sophisticated multi-arm rear axle remains. The S rides on 16-inch wheels as standard

# data.attributes.metatag[].attributes.content.reviewBody[]
although 17-inch alloys are an option.The Mini is undoubtedly one of the most tactile cars money can buy right now

# data.attributes.metatag[].attributes.content.reviewBody[]
and it works beautifully at that precise point where steering

# data.attributes.metatag[].attributes.content.reviewBody[]
gearchange and chassis all interface on the approach to a corner. Much like the original Cooper S

# data.attributes.metatag[].attributes.content.reviewBody[]
in fact. Others have moaned about its harsh ride

# data.attributes.metatag[].attributes.content.reviewBody[]
but that is an accusation I just don't agree with; although Sports-Plus suspension and 17-inch wheels is a combination that takes things about as far as you'd reasonably want to go.Too many modern performance cars try to disguise their chassis's frailties by relying on grip

# data.attributes.metatag[].attributes.content.reviewBody[]
then scare you witless when you push further

# data.attributes.metatag[].attributes.content.reviewBody[]
only to find there's nothing else there. The key to the Cooper S is that it majors on handling as opposed to grip. It turns in as sweet as you like

# data.attributes.metatag[].attributes.content.reviewBody[]
then uses its clever Z-axle rear suspension to coax you through.Problem is

# data.attributes.metatag[].attributes.content.reviewBody[]
so does the regular Cooper. To be honest

# data.attributes.metatag[].attributes.content.reviewBody[]
I am slightly disappointed that the S doesn't feel faster. Sure

# data.attributes.metatag[].attributes.content.reviewBody[]
its 0-62mph time of 7.4 seconds means it's a premier hot hatch player

# data.attributes.metatag[].attributes.content.reviewBody[]
but it still struggles to match the manic on-road thrill of the Renaultsport Clio or Civic Type-R.How much this really matters is down to you. Personally

# data.attributes.metatag[].attributes.content.reviewBody[]
I'd be happy enough to sacrifice outright pace for the Mini's remarkable sense of substance. Besides

# data.attributes.metatag[].attributes.content.reviewBody[]
it's no hardship working its deliciously slick six-speed gearbox in an effort to unlock its performance

# data.attributes.metatag[].attributes.content.reviewBody[]
the golden rule of hot hatch driving is to keep everything on the boil. Do that

# data.attributes.metatag[].attributes.content.reviewBody[]
and you're free to concentrate on the Cooper S's fabulous high speed stability

# data.attributes.metatag[].attributes.content.reviewBody[]
hard-wired-to-the-road handling and generally high-quality feel. I think this is what they call a competitive package.Especially for £14

# data.attributes.metatag[].attributes.content.reviewBody[]
anti-lock brakes with brake force distribution

# data.attributes.metatag[].attributes.content.reviewBody[]
a height adjustable leather-covered steering wheel and a tyre-pressure indicator are all standard.Smart customers would be advised to check out the 'Chili' option which includes a whole bundle of extras sold as a package - cheaper than buying them individually. Now if only I could do something about that daft over-sized speedo

# data.attributes.body.value
If the Mini has anything resembling an Achilles' heel, it's probably its Brazilian-made 1.6-litre engine. It's a slightly strange state of affairs, given that BMW is the architect of arguably the finest range of power units the world has ever known, but there we are. I can't help wondering if a bigger, normally aspirated engine would have been a more satisfying option for high-performance Mini derivatives, but then we can only guess at the complexities of BMW's deal with Chrysler, which guarantees that a certain number of the 'Pentagon' powerplants are produced annually. And they've got to stick them somewhere. In any case, there's also the suggestion that there simply isn't enough room in the Mini's compact engine bay for anything bigger than a modified 1.6-litre job.

The Cooper S's engine has been augmented with a belt-driven supercharger which boosts the pressure of the air being ingested to a maximum of 0.8bar. As you would expect, this process heats the air up somewhat, hence the addition of an intercooler to calm things down.

BMW has also tweaked the standard 1.6-litre engine's crankshaft, pistons and valves, as well as the radiator and engine management systems, although its bore and stroke remain the same. On paper, these revisions yield 163bhp at 6,000rpm, while 80 per cent of the Cooper S's 155lb ft of torque is available between 2,500rpm and 4,000rpm. It also means that the Mini breaks the magic 100bhp per litre barrier, all of which I rather like the sound of. I also like the sound of the exhaust, retuned in S guise to relocate the standard car's anaemic note to a bassier register.

Major chassis modifications were not necessary, but a handful of detail changes should sharpen up its act even further. So the S gets the ultra-firm Sports-Plus suspension - an option on the Cooper - as standard, while the electrohydraulic power steering, as before, has only 2.5 turns lock-to-lock. There are reinforced struts on the front suspension and a chunkier front anti-roll bar, while that sophisticated multi-arm rear axle remains. The S rides on 16-inch wheels as standard, shod with fancy run-flat tyres, although 17-inch alloys are an option.

The Mini is undoubtedly one of the most tactile cars money can buy right now, and it works beautifully at that precise point where steering, brakes, gearchange and chassis all interface on the approach to a corner. Much like the original Cooper S, in fact. Others have moaned about its harsh ride, but that is an accusation I just don't agree with; although Sports-Plus suspension and 17-inch wheels is a combination that takes things about as far as you'd reasonably want to go.

Too many modern performance cars try to disguise their chassis's frailties by relying on grip, then scare you witless when you push further, only to find there's nothing else there. The key to the Cooper S is that it majors on handling as opposed to grip. It turns in as sweet as you like, remains impressively neutral, even if you really lean on it, then uses its clever Z-axle rear suspension to coax you through.

Problem is, so does the regular Cooper. To be honest, as fun as it is, I am slightly disappointed that the S doesn't feel faster. Sure, its 0-62mph time of 7.4 seconds means it's a premier hot hatch player, but it still struggles to match the manic on-road thrill of the Renaultsport Clio or Civic Type-R.

How much this really matters is down to you. Personally, I'd be happy enough to sacrifice outright pace for the Mini's remarkable sense of substance. Besides, it's no hardship working its deliciously slick six-speed gearbox in an effort to unlock its performance, and anyway, the golden rule of hot hatch driving is to keep everything on the boil. Do that, and you're free to concentrate on the Cooper S's fabulous high speed stability, hard-wired-to-the-road handling and generally high-quality feel. I think this is what they call a competitive package.

Especially for £14,500. Four airbags, anti-lock brakes with brake force distribution, traction control, sports seats, a height adjustable leather-covered steering wheel and a tyre-pressure indicator are all standard.

Smart customers would be advised to check out the 'Chili' option which includes a whole bundle of extras sold as a package - cheaper than buying them individually. Now if only I could do something about that daft over-sized speedo, I'd be tempted myself...

# data.attributes.body.processed
If the Mini has anything resembling an Achilles' heel, it's probably its Brazilian-made 1.6-litre engine. It's a slightly strange state of affairs, given that BMW is the architect of arguably the finest range of power units the world has ever known, but there we are. I can't help wondering if a bigger, normally aspirated engine would have been a more satisfying option for high-performance Mini derivatives, but then we can only guess at the complexities of BMW's deal with Chrysler, which guarantees that a certain number of the 'Pentagon' powerplants are produced annually. And they've got to stick them somewhere. In any case, there's also the suggestion that there simply isn't enough room in the Mini's compact engine bay for anything bigger than a modified 1.6-litre job.

The Cooper S's engine has been augmented with a belt-driven supercharger which boosts the pressure of the air being ingested to a maximum of 0.8bar. As you would expect, this process heats the air up somewhat, hence the addition of an intercooler to calm things down.

BMW has also tweaked the standard 1.6-litre engine's crankshaft, pistons and valves, as well as the radiator and engine management systems, although its bore and stroke remain the same. On paper, these revisions yield 163bhp at 6,000rpm, while 80 per cent of the Cooper S's 155lb ft of torque is available between 2,500rpm and 4,000rpm. It also means that the Mini breaks the magic 100bhp per litre barrier, all of which I rather like the sound of. I also like the sound of the exhaust, retuned in S guise to relocate the standard car's anaemic note to a bassier register.

Major chassis modifications were not necessary, but a handful of detail changes should sharpen up its act even further. So the S gets the ultra-firm Sports-Plus suspension - an option on the Cooper - as standard, while the electrohydraulic power steering, as before, has only 2.5 turns lock-to-lock. There are reinforced struts on the front suspension and a chunkier front anti-roll bar, while that sophisticated multi-arm rear axle remains. The S rides on 16-inch wheels as standard, shod with fancy run-flat tyres, although 17-inch alloys are an option.

The Mini is undoubtedly one of the most tactile cars money can buy right now, and it works beautifully at that precise point where steering, brakes, gearchange and chassis all interface on the approach to a corner. Much like the original Cooper S, in fact. Others have moaned about its harsh ride, but that is an accusation I just don't agree with; although Sports-Plus suspension and 17-inch wheels is a combination that takes things about as far as you'd reasonably want to go.

Too many modern performance cars try to disguise their chassis's frailties by relying on grip, then scare you witless when you push further, only to find there's nothing else there. The key to the Cooper S is that it majors on handling as opposed to grip. It turns in as sweet as you like, remains impressively neutral, even if you really lean on it, then uses its clever Z-axle rear suspension to coax you through.

Problem is, so does the regular Cooper. To be honest, as fun as it is, I am slightly disappointed that the S doesn't feel faster. Sure, its 0-62mph time of 7.4 seconds means it's a premier hot hatch player, but it still struggles to match the manic on-road thrill of the Renaultsport Clio or Civic Type-R.

How much this really matters is down to you. Personally, I'd be happy enough to sacrifice outright pace for the Mini's remarkable sense of substance. Besides, it's no hardship working its deliciously slick six-speed gearbox in an effort to unlock its performance, and anyway, the golden rule of hot hatch driving is to keep everything on the boil. Do that, and you're free to concentrate on the Cooper S's fabulous high speed stability, hard-wired-to-the-road handling and generally high-quality feel. I think this is what they call a competitive package.

Especially for £14,500. Four airbags, anti-lock brakes with brake force distribution, traction control, sports seats, a height adjustable leather-covered steering wheel and a tyre-pressure indicator are all standard.

Smart customers would be advised to check out the 'Chili' option which includes a whole bundle of extras sold as a package - cheaper than buying them individually. Now if only I could do something about that daft over-sized speedo, I'd be tempted myself...