MINI2

PlayMini should be a well recognised name to those new MINI fans who come from a Classic Mini background. They have a reputation for making some nice products, and in particular top notch exhaust systems. I’d also seen and heard good things about their range for the new MINI, so, purely for the benefit of MINI2 readers (of course) I decided to try their stainless steel cat-back exhaust system for the new MINI Cooper S for myself.

Part One: The Installation…

After years of tinkering with various classic Mini’s, I felt confident that with the aid of Keith’s DIY advice on fitting a Cooper S exhaust (see here), I would be able to cary out this little modification for myself, and be able to reverse it just as easily if not satisfied with the results. This confidence was further enhanced by the design of the PlayMini system. It’s been designed to utilise the existing mounts and fixings for the factory system, so it should be a case of ‘plug and play’ or as close to that as you can expect with this sort of mod.

The system is designed to be free flowing, and sporty sounding. PlayMini have made no specific claims of BHP increase for this system, but when compared to the standard set up, however they do say it will improve the cars performance. Looking at the standard fitment below, you can see how this could theoretically be quite restrictive.

The first thing I had to do (of course) was to remove the standard system from the car. This, I thought, would be the easiest part of the entire process. The standard system is held in place by around 12 nuts and bolts, and a few rubber hangers. How hard can that be? Very turned out to be the answer. I decided to carry out this particular modification as soon as possible, as from experience I know dealing with rusty and ‘well established’ nuts and bolts can create all kinds of havok. Following the steps in the DIY guide, all went to plan, until I got to the rubbers at the back. They just wouldn’t let go! It took some extreme (excessive) WD40 use and a lot or patience, but finally the silencer straps came off, and I was ready for the new system.

Once I finally freed the Cooper S of it’s standard exhaust, and stopped for a cup of tea, it was time to istall the new PlayMini system. I have to say, this part was a real breeze, top marks to PlayMini for making a system so well constructed and easy to fit!

Part Two: First Impressions…

First impressions of the system are very good indeed. The ease of installation gives you an instant sense of satisfaction if you take the DIY route, as well as giving you the confidence that the system is very securely in place, and isn’t going to fall off the first time you take it out on some less than billiard table smooth country lanes.

Firing up the car to check for any blowing or rattles, the change from stock is resounding. The sound is nice, deep and throaty, and certainly more sporty than the standard system (which I believe is already a fantastic system in terms of acoustics). When you rev the engine, it growls eagerly then burbles away sweetly, as if saying ‘go on, do it again’. Already I am convinced this is a worthwhile modification!

The tail pipes look good too. In a similar style to those fitted to the MGF, but more round and less oval, they are big, but not comically so, and they fill the standard exit point nicely, they certainly don’t look out of place on the Cooper S at all.

Once I hit the road, I had a pleasant surprise. Considering this car is still in it’s running in stage, I cant ‘floor it’ to any degree, but once the engine is warm, I can certainly ‘blip’ the throttle, and get some decent power from the eager engine that’s waiting for the magic 1,250 miles and it’s moment to shine. So, I hit the throttle, and I could immediately feel the difference. This wasn’t something I particularly expected, as I saw the system more as being about the ‘experience’ than the power. However the MINI certainly felt more eager than with the standard system. This is a good sign of things to come!

Part Three: In Summary…

Early impressions were certainly very good. Easy to fit, easy on the eye, and a pleasure on the ears, as well as apparently improving the performance. It was smiles all the way. After several hundred miles with the PlayMINI system on the Cooper S, the initial delight wasn’t reduced. The exhaust sounds nice and throaty, and amplifies the usual Cooper S burble magnificently, making it sound like you’ve got real punch under the bonnet. On longer motorway journeys the exhaust isn’t too boomy or droning, the only time I felt it was a little too loud was driving home late at night when it’s dead quiet. Not sure the neighbours liked it as much as I did!

For a cat back system for the Cooper S I cant see that there’s much more you could ask for than the PlayMINI system gives. Looks good, sounds good, fits well, cant really fault it!

Part Four: Video Evidence…

Below are links to two videos (WMV Windows Video Format Only) to demonstrate the PlayMINI System. One from outside compared to standard, and one from inside compared to standard. The video from the cabin also has the cold air intake kit fitted, which explains the extra howl!

Outside: Click Here

Inside: Click Here

PlayMini can be contacted via their New MINI website at www.PlayMini2.co.uk

This review has been a long time coming. It’s taken a while for us to be able to get our hands on the Works ‘S’, and when we finally did in April, the car supplied by MINI developed an air-bag warning light fault, which certainly put a dampener on the whole experience, and also meant we didn’t quite feel like hurtling around without knowing for sure we’d have full protection should things go a little pear shaped.

Well, it’s the start of June, and I’ve finally got my hands on another MINI Cooper S, tuned by John Cooper Works in East Preston. The first example I had in April was overall quite nicely specced, with a few mod-cons, CD, Chili Pack (but with the 16″ wheels for better handling). However, the latest machine that BMW have kindly let me loose in has virtually no kit at all. No CD. No Air-Con, no leather, no sunroof, no front fog lights. Not even map reading lights! This is about as bare-bones as you can get. But that’s no bad thing. Basic equals light. Light is good.

So, this is it, ‘The Works’. Top of the range, officially approved 200bhp MINI. And it’s not cheap either. This ‘almost bare bones’ Works Cooper S still has a retail price of over £18,000 (that doesn’t include the cost of actually fitting the kit that a customer would have to pay either). Now, whatever you might say, for a MINI with no ‘toys’, that’s not cheap. This is why, I believe, so many questions and doubts still linger over the value of the John Cooper Works package. £3,500 for 37 horsepower extra seems like a lot of money, even more so when you consider so many aftermarket tuners seem to be getting the same or even more power for as little as around one third of the cost. Often I get the feeling the only thing the JCW kit sells on is the fact your Cooper is still fully warranted, and that it doesn’t impact on service agreements such as TLC either.

That said, there’s more to it than that, and more than just ‘paying for a badge’ too. In fact, the badges are so discreet, they’re hardly worth the money anyway. Only a real ‘in the know’ MINI enthusiast would tell a works from the standard car at a glance. Front and rear badges (shown above) hardly shout ‘look at me’ and the elegantly engraved tailpipes while slightly larger, and sweeter sounding than the standard ‘double beer can’ affair, don’t exactly leap out at you either. But it seems that’s the point. As mad as it seems, John Cooper Works have tried to stick 200bhp in a small front wheel drivel hatch back, and make it somewhat graceful and refined piece of kit. When I think about it, it’s bonkers.

When I very first drove the John Cooper Works S, I have to admit, I wasn’t taken aback by it. In fact, I was down right disappointed. Take into account the fact that I already own a MINI Cooper S, and I drive it every day, and at the time I had also been driving around in an S which had a replacement cold air intake kit, and a loud aftermarket sports exhaust. I really wanted the Works to blow my socks off, and in the couple of days of ‘regular’ driving I had in it, and compared to my ’standard’ S, it just didn’t. I could feel a difference sure, mostly the fact that the car pulled better from low down, and actually felt smoother than the standard MINI Cooper S. But it just didn’t seem to be all that more playful. The exhaust note is not far from standard, and the supercharger whine, while louder and slightly deeper in tone than the usual, wasn’t as loud as a standard unit fitted with a cone type filter. So, I had a few runs, did some 0-60 tests, and then, for no apparent reason, the air-bag light came on. And that was pretty much game over. All in all, a little bit of a disappointing and short lived MINI adventure. I held off writing a report, because it was tarnished by the faulty car, and also I felt I hadn’t had proper chance to play. I’m glad I did.

That brings me here, to John Cooper Works MINI Cooper S Adventure, Part II. I’d already managed to do my 0-60mph runs in the previous car (6.73 seconds) and I’d already taken plenty of nice still shots of the John Cooper Works ‘bits’ on the ill fated Dark Silver MINI too. So I’d made my mind up that this time, I was going to have fun. In retrospect, this was a wise choice. When the car turned up, I was surprised at the sheer lack of creature comforts. I was also very unsure of the stripes and ’silver’ union jack combination on the Works S too. But the roof is quite new, and the stripes are supposed to add a certain sporty look to the car. Not sure how many photographic BHPs they’re worth, but they do add something to the look of the car.

This is probably one of the lightest MINIs I’ve driven in, like all the press Cooper S cars, it’s fitted with the standard MINI Cooper S x-lite 16″ wheels, clad with Dunlop runflat tyres. The options list extends to floor mats, DSC, Metallic Paint, Decals, and a Warning Triangle/First Aid Kit. And it has to be said, although I’d struggle to live without air-con on a daily basis (not to mention a CD player), this was a great spec for the sportiest MINI you can get from your local dealership. The lighter the car, the more the extra power will show through, the more the extra power shows through, the better the impression the reviewer (in this case me) will get. The better the impression they get, the more nice things they might say about the car. I’m sad to admit that it worked. I’m a sucker. MINI gave me a car that said “Go on, do your best…” I did, and it was a blast!

Put simply, this is the best MINI I have had the pleasure to drive so far, and not by any small margin either. It takes the standard MINI Cooper S, a fantastic car already, and gives it a nice healthy shot in the arm. The results are remarkable really. So much so, that I think John Cooper Works have actually achieved their ‘bonkers’ idea of giving you a 200bhp MINI and still offer you a refined and well mannered drive at the same time.

The thing that really grabs me about the John Cooper Works S is the fact that in every day situations it offers improved driving characteristics over the standard MINI Cooper S, while offering real punch and useable power when you want to have some big, foot to the floor, corner munching, hill eating, fun! In day to day driving I found the car more responsive on pick-up, be it when it’s been warmed, or when it’s starting from cold in the morning. The car is very smooth, all the way from idle to the rev limit. Any small flat spots have been ironed out, and the power just feels like it’s always there if you need it. I cant help feeling, even as a proud Cooper S owner myself, that this is the car that the Cooper S should have been. And maybe that’s the biggest failing of this car. It doesn’t feel ‘raw’ or ‘aftermarket’ in any way shape or form. If you’d not driven an S before, or even if you have, you’d be forgiven for thinking this is how they all should feel.

For all the praise you can give this car when used on the daily slog around town, it’s at play time when you’d really want a MINI with such racing pedigree and years of tuning history (not to mention years of development and refinement) behind it’s badges to really impress. The John Cooper Works S doesn’t disappoint here either. With the standard ASC+T (or in this case, the additional DSC) switched on, it can become a frustrating affair. While doubtless a very wise safety feature to include, either system can become intrusive, sometimes frustratingly so, especially when pulling away from a stand still. You might soon find the blinking orange warning light and accompanying engine braking a little annoying to say the least. I know I did, so it spent most of it’s time disabled.

With the traction control off, the car can easily smoke the tyres in first gear, and you can often get another good sized ‘chirp’ when snapping the gearbox into second. The power when you’re at full throttle is so much more jolting than in the standard S it’s just fantastic. This Cooper S feels so much more like the ‘classic’ hot hatch experience of such cars as the 1.9 Peugeot 205, or VW Golf (Rabbit) GTI. This really is my kind of car.

But, as the classic Pirelli advertising slogan says: “Power is nothing without control”. The good news here is that the MINI Cooper S chassis is more than up to handling the extra bhp and torque the Works kit gives the engine. The handling, especially on the 16″ wheels (even with the compromise runflat tyres) is exceptional, and very predictable. You can pull yourself in and out of bends at speeds that at first you would think you really shouldn’t (or couldn’t), and it’s great fun to get the car to sweep through a bend, tail out a little, then back on the throttle to pull you out and on with your adventure. Even with the extra power on tap and under foot, you’d have to do something very silly to get yourself completely out of shape with the superb handling characteristics of this setup.

The great thing is that while the car feels safe, it’s certainly far from a ‘numb’ and removed drive. The extra power just gives the car what it deserves, and brings out the best of the body that all MINI owners across the range already enjoy. The difference with the Works is that everything is just “more so” than in any other MINI you can get from your local friendly dealer. But that’s still the lingering doubt in my mind. Is it worth the money? Can eighteen grand for a ‘low spec’ Cooper S ever be justified (or well over £19,000 for the level of trim ‘most’ owners seem to go for). I don’t know. But, If I had the money burning a hole in my pocket I’d go and get my car converted tomorrow! The real test for me, however, will be how the kits from leading aftermarket suppliers will compare with this little beast of a car. And in the months to come I intend to find out. The Works S is the benchmark, a refined, beautiful, nasty, vivacious, audacious, tremendous little car. OK, so it took me some time to get there, but now, I love it.

The John Cooper Works MINI Cooper S. A MINI adventure on the path to motoring nirvana.

During the week 19th to 23rd of May, the MINI One D launch event was held on the Isle of Man. MINI2 was of course in attendence, and this time, we have two seperate
reviews on the new diesel powered MINI.

Continue reading TWO Reviews of the MINI One D

A combined review and tutorial….

Because there has been some controversy and apparent misunderstanding of the nature of the upgrade H/K audio system offered by MINI, I thought it might be useful to explain some of the features and the apparent design philosophy behind the system for users and prospective purchasers of the system. I suppose the situation is only exacerbated by the scant information in the MINI stereo manual. As a recording engineer by trade, I have worked for years with Harman Kardon and Harman Group professional equipment and have developed a respect, and a certain trust, for their products. Given that, I stuck out my neck and ordered the H/K stereo sight-unseen. I, for one, wasn’t disappointed. After listening to and analyzing the system, here are my observations. Please understand that all the information contained in this document was acquired through “reverse engineering”, meaning the information came from listening to and experimenting with the system, rather than from Harman Kardon. Where the heck is the manual that should have come with this thing?

EXPECTATIONS
Everyone goes into a stereo purchase with his own expectations. Let’s define some relevant terms to make things easier to discuss:
Imaging: How we perceive or “visualize” the physical location of individual sounds in a program.
Point source: One end of the imaging philosophy spectrum preferring an ability to easily pinpoint the physical locations of particular sounds in a program.
Diffuse Field: The other end of the imaging philosophy spectrum preferring to spread sounds throughout the listening area to make them fill the space and sound “bigger”.
Flat response: Uncolored sound. Reproducing all frequencies within a program at the same loudness level. In the real world this isn’t possible but it is one goal for which some manufacturers strive.
EQ: Equalization. A tool designed to make a sound system reproduce all frequencies at the same volume level and reproduce uncolored sound. The moment an equalizer got into a user’s hands, it also became a creative sound-shaping tool, allowing the user to color the sound to his tastes. It’s a little bit of audio democracy.
Hollywood Curve: A frequency-response coloration that adds volume at the low and high ends of the frequency range to make a program sound more exciting.
“Loudness” Contour: A circuit designed to be used while listening at low levels which superimposes a curve similar to the Hollywood Curve onto a signal to compensate for the ear’s reduced high and low-end response at low listening levels.

PHILOSOPHY AND INTRO
Now that we are all talking the same language, lets dive into the apparent design philosophy of the H/K stereo and learn to match its capabilities to our expectations. The Harman Kardon Stereo system available for the MINI has been specially designed to acoustically compliment the interior of the MINI. Armed with a little information, the user can choose from a variety of combinations of sound dispersion patterns and broad frequency response curves to suit his needs. The apparent design goals for the MINI H/K were:
1) To create an extremely high-quality audiophile-type sound system
2) To create a moderately high-powered sound system.
3) To create a system with the flexibility to handle differing music, listening situations, and tastes.
4) To create a system which takes up no more precious user space in the car than the base-level system.

In order to achieve these goals, the system is built around a multi-channel amplifier which hides in the right-rear trim panel of the boot, a digital signal processing (DSP) preamp (contained in the amp), and eight high-quality speaker elements, some of which are dual-tasked. There were some compromises, but there always are. The DSP system is controlled by menus within the “Boost” head unit that is standard in the US. and an upgrade in the UK. The H/K system provides for both Point Source and Diffuse Field dispersion patterns with its menu-selected MODES. It also provides a mode that allows front and rear-seat passengers to hear roughly the same sound.

I should mention that there are also diverse philosophical approaches to frequency response in stereo design. The two ends of the philosophical spectrum are represented by:
1) Attempts to create the most flat and neutral reproduction system possible, and
2) Creation of a system which “flatters the music” by deliberately adding and subtracting volume at various frequencies in order to create a rich, “bigger than life” sound.

The H/K system caters to both, providing a fairly flat mode and some colored modes to allow the system to appeal to differing tastes. Due to my profession, you can probably guess which type of system I prefer. At home and in the car, I like for my stereo systems to be fairly flat but have just a tad more bass and treble (a slight Hollywood Curve) because those additions flatter most music.

OPERATIONAL NOTES
As a starting point it would be wise to choose the dispersion pattern you desire. First set the MODE to achieve this pattern and then tweak the EQ to your tastes. Descriptions of each of the modes follow. Because each of the modes features its own frequency response curve, it is likely you’ll want to tweak the EQ after you change modes. The reasons for this will be obvious in a moment. As you may already know, the Boost head unit which is used to control the H/K system offers individual tone settings for each input to the system (Radio/CD/CD changer, etc.). On a side note, the “Tone Lin” feature neutralizes all the EQ settings you’ve tweaked up so nicely in one “fell swoop”, by resetting the EQ controls to their middle position. Be careful!

SPACIAL CONSIDERATIONS
Point Source
If you wish to preserve the spacial integrity of the stereo signal, you should use the “H/K MINI”, “Electronic”, and “Instrumental” modes. These modes use the rear speakers as woofers and sub-woofers, and the front systems as midrange and high-frequency drivers. The result is a front stereo soundstage with exceptional left to right imaging and tonal clarity and strong, deep, and clear bass response reinforced from the back. Because bass frequencies are much less directional than mid and high frequencies, from the front seats the bass is not perceived as coming from the back. Because the MINI interior is fairly small and because mid and high-frequency sounds reflect from hard surfaces, as volume comes up, the mids and highs spread throughout the cabin pretty well. At lower levels, however, the back seat passengers may not hear much high-end sound.

The Point Source programs offer a further spacial enhancement, “Driver”. By employing minute delays and volume adjustments, “Driver” setting optimizes the soundstage for the driver, simulating the sound you would hear when seated centered between the speakers. To my ears, it appears to collapse the sound field a little towards the center a tad. You will have to decide if you like this mode for yourself.

Diffuse Field
If you wish to spread the sound around the cabin and create a “wash” of sound which surrounds you, or if you will be carrying passengers in the back who care about the quality of the sound, select the “Spacial” mode. This mode uses the two rear speaker systems as full-range systems and thus presents to the back and front similar material. Similar, but different, because the frequency response of the two systems is different. “Spacial” mode provides the basic four-speaker car stereo array with enhanced spacial spread added by surfing the tone differences between the front and rear speakers. To demonstrate this, with the car parked, the stereo playing, and you in the driver’s seat, turn your head to the right and look out the passenger window. You should be able to hear the front-to-rear spread. You’ll probably notice a little drop in bass and lower-midrange frequencies in this mode as the rear speakers are used as full-range systems. You can, however, adjust the frequency response of the system with the front-to-rear fader.

“Festival” mode blends delays into the front speakers and sends a reduced front signal plus reverb to the rear speakers to create a “concert hall” type of sound. You can hear the delays when transient sounds are played. During the silence while changing CD tracks you can hear the reverb ring out in the rear speakers. Oh, wow, man.

POINT SOURCE MODES AND TONE
Each of the point source modes offers a slightly different response curve. Of the Point Source Modes, “H/K” provides a smooth and open midrange sound with solid bass and crisp treble which makes it excellent for vocal music and a good starting point in experimenting with EQ curves. It also has a very natural but full bass response with plenty of dynamic range. As you raise the volume, the bass becomes more and more solid. Don’t be surprised if you find yourself adding a little treble. The better the recording, the better it will sound in this mode. Break out the wine and cheese, this mode has “audiophile” written all over it.

On the other hand, “Electronic” mode applies a generous Hollywood Curve, much like switching in a “Loudness” contour. Those who listen at lower levels may find this compensates for the ear’s non-linearity down there. At louder levels, you’ll find thick bass and sharper highs. Do you have any recordings that are weak in the bass and treble? Remember the ‘60s and early ‘70s? If so, were you really there? How about the boxy, electronic ‘80s? “Electronic” can make them sound more alive by bringing out the cymbals, bass, and kick drum. Make it jump off the speakers, man.

“Instrumental” mode seems designed with classical music listeners in mind, with very little “hype” and very flat response as its hallmarks. This lack of hype allows you to jack up the volume to hear low-level passages with little fear that a sudden swell will blow the speakers out of your doors. A recording that is too brittle on the high-end and too boomy in the bass can be mellowed out by this mode. The flat response will also minimize the little irritations classical recording can manifest (hall rumble, string razz from the violins, page turns). This would also reduce the problems in those PBS classical broadcasts. Put on your black tie and enjoy.

WHOOP-TEE-DOO! WHAT DOES IT ALL MEAN, BASIL?
If you are looking for an earth-shaking, modern, extremely high-powered system designed for hip-hop, and you plan to run it at 110db or above, maybe this isn’t the system for you. If you are looking for the type of system that can be heard from within your living room as a car passes out on in the street, this possibly isn’t the system for you. If you are looking for an “attack” system that can be leveled on the other motorists around you at stoplights, this probably isn’t the system for you. That isn’t exactly “Motoring”. Do I sense an attitude from the author here? Sorry. At any rate, those systems typically need a separate sub-woofer, which takes up extra space in the foot well or boot, space that is at a premium in our MINIs. If you are hoping to have a system with four similar-sounding speaker locations, this may not be the system for you.

If, on the other hand, you are looking for a reasonably powerful, musical, wide-range stereo, one which can be configured to optimize the front seat listening experience or provide music for all, this might just be the system for you. If you enjoy “audiophile” stereo systems at home, this may just be the system for you. If you don’t want to loose foot room or trunk space and want to keep the nondescript (though excellent) Boost front-end unit to deter theft, this might just be the system for you. Also remember, when installed at the time of purchase, this stereo is also covered for the duration of the MINI’s warranty.

As in most things audio, the final result is very subjective. Some will love this system, some will hate it. You’ll want to go down to a MINI dealer with your favorite disks in your hand and ask to spend an hour with a Harmon Kardon-equipped car to find out. You can listen with the car turned off, but the system will automatically shut down every twenty minutes. Just turn it back on. Bon appetite’!

Review by: Bob Womack AKA 2nd Mini on the MINI2 forums.

The John Cooper Works Cooper S (to give it its full name!) has had an interesting parentage. German owned, built in Oxford yet refined on the South coast to BMW’s exacting standards.

To the untrained eye the Works car looks pretty much unchanged from standard – just a set of unique, semi-circular Works badges which grace the front and rear bodywork. On closer inspection it sports twin chrome-tipped slash-cut Works embossed exhausts – again subtle. In fact the only part of the test car in questionable taste was the Aero body kit, but that’s an extra cost option. But the pretty cross-spoke R90 17-inch alloys most definitely were! Sadly there were no cars fitted with the optional JCW 18-inch alloy wheels, that look great in the pictures but I can’t help thinking how they would spoil the ride.

The changes are just as hard to spot under the bonnet; the only obvious way of telling a converted car is the silver-topped Works emblazoned cover to the intercooler. There’s also a special engine plate detailing the conversion number on the top of the rocker cover, much like the one fitted to my old classic Mini Cooper S.

Over 40 bhp up on standard yet the Works is still covered by the factory warranty and the TLC servicing (where applicable) remains intact. How many other 200 bhp S conversions boast that - peace of mind at a cost.

The interior too is standard S fare, with the same stylish dash and supportive sports seats. But Richard De Jong, General Manager at John Cooper Works was keen to show me the optional bespoke JCW sports seats. Manufactured by Sparco, the seats can be trimmed to match the rest of the interior. They look excellent quality and will probably add to the sporty feel of the Works.

It’s obviously in the driving where the differences between the Works and standard cars are most noticeable. The first audible change is the noise; it’s a much deeper mote with a pleasant metallic cackle on the overrun. Start off, and it’s soon clear that the Works car is far more capable than standard. This I believe can be attributed to the higher compression of the new cylinder head and the larger, more efficient Supercharger with increased boost.

The power is even more linear and accessible; it feels alert from as little as 1,500 revs right through to the red line. In short, it feels very capable in the lower and upper reaches of the rev band, where the standard car, feels restricted. I think it makes the standard car feel peaky and harder to drive fast. On another note, at speed the higher pitched whine of the new supercharger almost overrides the deeper exhaust note. Even more pleasing, is my problem with the change quality of the six-speed gearbox in the standard S, seemed less noticeable with the extra power.

Five minutes into my drive and we’re on the dual carriageway and I’m already breaking the speed limit! All with a cheeky grin from ear to ear. I defy any MINI owner not to be amused by the giant-killing performance; it’s really the car the standard S should have been. That’s the thing about this conversion, it may not be cheap at over £3,500 fitted, but every Works component is so well matched and balanced that the car feels factory standard. This where the long development time and meticulous BMW testing have come into there own.

The half-hour drive came to an end all too quickly, and I came to the conclusion that if I owned an S, I’d have to find the extra cash to splash on this kit. Residuals are likely to be even stronger too. I can’t see any owner losing money on a JCW converted car, you only have to look at the high prices commanded by converted classic Minis. Without doubt the best new MINI (in my view) is the official one, although I could be swayed. Hartge, Graham Goode anyone?

Review by: Martyn Collins AKA Ginger on the MINI2 forums.

Handsome Rob/White Cooper Charlie/Blue Cooper Stella/Red MCS

March 31, 2003: Press Screening of Paramount Pictures Remake of “The Italian Job” The Italian Job 4 Mini’s and the Real Creator of Napster!

Continue reading The Italian Job Film Review

They say that familiarity breeds contempt. There are plenty of S’s on the road now and could it be as good as I remembered it on the Scottish launch last year?

I shouldn’t have worried, I was easily as excited when the delivery driver dropped the car off – MINI’s just get you like that. My S for the next seven days was resplendent in its Chilli Red/Black finish (not one I’d seen before). First impressions were a typical BMW/MINI press car - stacked to the grilles with optional kit - not all of it I deemed necessary. I mean park-distance control on a MINI?

I deliberately took the long route to the car park, much to the amusement of my colleagues, who thought I wasn’t coming back! The first thing that struck me about the interior, apart from the awkward fitment of the instruments (damn sat-nav!), are the developments in build quality and specification. A natty glovebox now fills the void underneath the passenger airbag, plus there’s automatic locking, which personally I could live without.

First proper drive and the S impresses. Its relaxed cruising ability belying the extra performance. None of the chassis composure has been lost in the transformation from Cooper to Cooper S either, we all knew that this friendly little hatch could handle more power and the S proves it. It always feels alert and urgent, though not quite up to Civic Type-R standards. However, I feel the 200 bhp+ conversions touted by tuners such as Cooper Works, Graham Goode Racing and Hartge could be fun, but a bit of a handful.

The power delivery is smooth and linear in use - below 3,000 rpm and you could almost be driving a One or Cooper (were it not for the charismatic whine of the supercharger!). In fact, the application of a supercharger answers many of the disappointments of the standard engine. The engine’s noticeably smoother, and there’s seemingly endless amounts of torque without having to work the engine to the red line. The brakes are strong too, but lack feel much like my own MINI One. However, any further engine modifications, I feel would mean uprating the stoppers.

There are problems though. The optional 17-inch S-Spoke alloy wheels look fabulous, but have a detrimental effect to the steering and drivability. On rough roads, the power down, the car tramlines easily. I found myself constantly correcting the steering, with the traction control light glinting away. In fact, it felt so much like the tracking was out, I checked the front tyres for kerbing! The grip from the Pirelli tyres is always good, however, but turn the traction control and it’s all too easy to provoke into understeer. The standard Cooper is more playful despite the power deficit, and is more rewarding to drive.

Another gripe is the Getrag six-speed gearbox and my misgivings still remain. It’s at best clunky, and the shift quality is not a patch on the standard five-speeder. Give it some stick, and the impression of the gearbox changes – but just a little. The box and ratios seem to hang together better.

I also have a problem with some of the styling touches, too. All MINIs are head-turners, but personally I’m a big fan of chrome on new MINI, and the lack of it on the S is noticeable. In fact I’d say that the exclusive chromed S air vents almost looked out of place on the red bodywork of the test car. This can be remedied on 2003 models with the addition of a chrome pack available for £60, which I think would improve its stylish good looks.

Despite, these minor quibbles, on the road it’s a great drive, looks fabulous, and the build quality is improving all the time. Whenever I meet S owners, they have a confident air about their choice of car. After seven days I now know why. Possible future purchase – you bet!

Review by: Martyn Collins AKA Ginger on the MINI2 forums.

We actually knew it since our first test drives in a standard MCS. This car has the potential to be a triple-A hot hatch, but needed more grunt; the car was just a bit too heavy for the 163 bhp super charged engine.

So what was it gonna be? SKN, Kelleners, Digi-Tec, Hamann, Hartge, MST Wiesman, Maxi-tuner? Or should we opt for the BMW-supported but highly over-priced JCG Works kit? Decision time… From a practical point of view, a rough first selection had to be made without prior test drives. The two winners after reading several car- and tuning magazines’ test reports were Digi-Tec and Hartge. JCG was not available at the moment and in any case too ridiculously over-priced in our opinion anyway. Appointments were made, Digi-Tec was first at Saturday February 9th, with Hartge soon to follow a week later.

Saturday February 9th

Digi-Tec’s head office is based in Datteln, a good two hour drive from where we live in the Netherlands. Digi-Tec has over 12 years experience in engine tuning. At 10.00 am QQQ arrived at Jos’ place, from where they continued their trip to pick up OS4Me. From OS4Me’s place we travelled to Datteln (3 big Dutchmen in a MINI and no problem!) where we arrived at 12.30 pm. We were awaited with coffee by Mr. Michael Pollmueller, the general manager. Although all three of us were a bit sceptical towards Digi-Tec (for unclear reasons) and in advance favoured Hartge a bit, mainly because of their over 30 year reputation in BMW tuning, this sceptisism was gone at the moment we entered the Digi-Tec showroom. This looked so neat and professional (containing amongst others a (tuned!) Ferrari 360 Modena, Ferrari Testarossa, two Porsche’s 996, a 450 BHP Audi RS4 and a 320 BHP New Beetle), that just couldn’t be the showroom of some unreliable, second class car tuner.

Outside we already saw the extremely lowered (7 cm/2.75 inches!) Chili Red MCS which succeeded in so many test reports. The car was wearing absolutely stunning 17 x 7.5 BBS RKII rims. After 20 minutes of conversation with mr. Michael Pollmueler, he finally spoke the magic two words: “Shall we?”

QQQ was the lucky first one to join mr. Michael Pollmueller in the red Digi-Tec MCS. Thereafter it was Jos and OS4Me’s turn. A first quick look at the Chili Red MCS showed how sturdy this car stood on his wheels, negatively cambered and much, much lower than the standard MCS, giving it a such a better and more aggressive look, with the two 85 mm centre placed stainless steel tail pipes from the Digi-Tec exhaust system to finish it off.

In each of the three test drives it was Mr. Michael Pollmueller to first get behind the wheel, taking us to a nice bendy road just outside Datteln. A clear but bearable roll when he started the engine (nice!), then taking us slowly through the busy Datteln streets, leaving us unknown with the power he was retaining from this little red beast. Until we arrived at the bendy road (which looked as if it was just put there for the MCS), with big old poplars on both sides. 2nd gear, about 40 km/h and he floored it……..Whooooow, bloody hell, it just took of like a rocket and kept going until 7300 rpm, shift to 3rd, head slapped backwards and floor it again, 170 km/h, big brembo braking and back to 2nd for a sharp right. No understeer and amazingly balanced, up to 3rd again, 160 km/h in a fast right hander, superb, like a warm knive cutting butter. Adrenaline pumping through our veins…. Then brembo emergency stop, and although the brakes were damaged by a journalist, which made the car shiver under heavy braking, it’s still anchors out, good thing we were wearing seat belts. Again very impressive! Until 5000, 5500 rpm the engines super charger is more noticeable than in the standard MCS but the car doesn’t sound loud at all. In the higher revs the Digi-Tec MCS adds a nice roll to it, very, very nice. From the outside the car has rather a kind of metallic sound, than a deep dark drone. Again, all three of us liked it, the car definitely sounds tuned albeit in a refined way. We can however imagine that some expect and want more noise out of an aftermarket exhaust. A matter of personal taste.

After mr. Pollmuelers heavy break it was our turn to get behind the wheel, all three of us drove the car through the same bendy road and busy Datteln traffic back to Digi-Tec’s head office. From the off, the car has so much more power than the standard MCS and it just keeps on going, every change of gear (although we didn’t come further than 4th) comes with your head being slapped backwards. This car has all that the standard MCS was missing. And that (KW manufactured) suspension kit, it’s just so perfectly balanced, turn in even better, we didn’t manage to get it into understeer, and God (as well as mr. Pollmueller for that matter) knows that we tried. And still, hard to believe admittedly, more comfortable than standard set up (tested by OS4Me on a speed ramp with the Digi-Tec MCS and QQQ’s (still) standard MCS). Maybe partially due to the Conti Sport Plus’s on the Digi-Tec, but still.

Back at base camp again, smiles all over and impressed, very impressed. Even OS4Me, though used to quite some power delivery from his Civic Type-R was overwhelmed by the performance he’d just experienced.
Afterwards we had another two hour conversation with mr. Michael Pollmueller, who really took all the time we needed. We had a fantastic day in Datteln and the Chili Red MCS exceeded all our expectations. We already read some very positive reviews in car- and tuning magazines and we can assure anyone, what you might have read is no word of a lie. And then to think, that this was only our first test drive, what more too expect? Next week it’s Hartge’s turn, Digi-Tec sure has set a high standard though. But first we had to go back to Holland, three big Dutchmen in a standard MCS, wishing they had more power…

Review by: QQQ and OnlyS4me

For more information on the Digi-tec Conversion, visit: www.digi-tec.de

Brief History :-
After many years of enjoyable driving and owning many vehicles, including company cars, I had thought that I had outgrown the need to modify any car at the age of 42.
However I did not reckon on the lure of the MINI.

Initially I purchased a Pure Silver & Black Cooper, which, unfortunately, had a minor altercation with another vehicle, so I pursued the possibility of acquiring the most coveted and recently released Cooper “S”.
At no time did I ever consider altering the Cooper so it was with great surprise to me, that I should get urges to change the performance of an already exciting little hot hatch.

As a standard car the Cooper “S” is really worthy of the plaudits that it receives from the many car magazines that grace our newsagents and stores nationwide. Much so that I made many excuses to just “nip out” and get the vital piece of shopping that I would never normally venture out into the cold winters night for.
However, I was soon to discover that my valued car was to embark on a series of modifications that would break my bank manager’s heart.

Prior to modification my Cooper “S” was a revelation, easily coping with the combination of tight and twisty roads around where I lived though I felt there were some inherent “faults”.
For the car to perform at its peak I felt I had to push the car quite hard mainly by keeping the revs up over the 3500 rpm mark, gear changing was annoying with the engine rpm simply taking too long to decrease resulting in “lurchy” changes. In the lower gears the car seemed to reach the red line quickly but in the higher ratios the car climbed slowly but steadily.
My car also suffered from the yo-yo effect in 1st and 2nd gear, though not significant it was a distraction. At times during motorway driving I would find that when in 6th gear and sitting around 75 mph and very slowly passing another vehicle someone would appear in the rear view mirror urging you to speed up. By simply depressing the accelerator to get the desired increase in speed it invariably resulted in changing into 5th to get the required momentum.

Having been an active member of MINI2 since Sept 2002, I read with interest of the forthcoming engine conversions but didn’t give it much thought. One in particular though did catch my eye, namely the Hartge conversion.
Many posts later I was convinced that pound for pound the Hartge conversion suited my driving style and also my wallet. Compared to others this was truly an economical way to increase the BHP output to 212 BHP.

Taking the Plunge :-
So it was with great trepidation and anticipation that I dropped my car off to Birds Engineering in Uxbridge for the conversion.
Originally quoted as a 2 day operation I was overjoyed when I was informed that the car was completed in 1 day.
Having picked the car up and intending to drive home, some 500 miles as I live in Scotland, I was able to test the car in every aspect.
From the moment I started the engine I new there was a vast improvement in the engine department. The supercharger whine had increased, pleasantly, not intrusive and I actually sought the note whilst driving.
Immediately upon engaging 1st gear I was ready to be let down, nothing could be further from the truth, gone was the slight yo-yo effect and even more importantly the engine rpm reduced significantly between gears allowing for a much smoother gear change.
With a huge grin on my face I tackled the extremely busy roads out of Uxbridge and onto the motorways to take me home.
Though I would never recommend it, the engine easily climbs into the 7000 rpm range pulling strongly in every gear. The power really sprang to life from 3000 rpm and up which compares to the original set up though now it is applied slightly lower in the revs, but, there was definitely more power on offer.
One of my worries was that around town the car would be sluggish in higher gears, this again never materialised as the car is equally at home in all driving conditions.

Gone also is the hassle of changing down a gear when accelerating whilst overtaking, now the car pulls in 6th like it did in 5th.
Powering though corners has brought an extra edge to the cars performance as the engine revs more freely and allows for more adventurous driving.
Common sense has to prevail when starting off as simply just flooring the engine in 1st will only induce the DSC (if on) to kick in and restrict the power such that the wheels will not spin, however the take off is very responsive and exhilarating and will leave most cars stranded.

This particular conversion is TUV approved and a part of that means that the conversion must make use of the cars stock parts, including, suspension, brakes and exhaust. I would never suggest that the car would not benefit from upgrading those parts in particular.

All in all the car is an absolute joy to drive, whether you are out for a Sunday drive or a controlled excursion into the never ending testing roads that surround most towns.

One last point regards the fuel consumption, which I didn’t consider as I fully expected a significant reduction after the conversion as a matter of course, so, again I was pleasantly surprised to find that I was 15 miles worse off from a full tank.
However, since installing an aftermarket exhaust I can confirm that I have regained my 15 miles.

Review by: Alan Mercer, known as ‘Bonnie Scotland’ on the MINI2 forums.

Following our exclusive report from the International MINI Cooper S launch, I have been lucky enough to put a new MINI Cooper S through it’s paces once more, this time in the more familiar climes of Aberdeen in Scotland. The drive took place over two days last week, the weather was varied, but mostly wet, and the roads were fantastic.On the first day I had the company of ClubMINI2 Scotland co-ordinator John Barrie AKA Zooooom (behind the wheel in the image below to the left), and between us we covered about 200 miles over the two day event, and used the best part of a tank of fuel, average consumption was around 25 MPG. But, unless you intend to race your Cooper S and drive it very hard, all the time, you can expect figures better than those!

Continue reading MINI Cooper S - UK Media Launch Drive Report