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Tim Britten23 Aug 2014
REVIEW

MINI Cooper D 2014 Review

Does the reality of the Cooper D match its expectations?

MINI Cooper D
Road Test

The claim is that the new-generation, three-cylinder MINI Cooper models take the retro-influenced brand to new heights of comfort, performance, functionality and fun. Certainly the three-cylinder engines – petrol or diesel – add an unmistakable, and endearing, touch of character to a model that is already strong on individuality. But just how do the models present in the real world? And are they worth their asking price? The new MINI Cooper D is priced from $31,800 (plus ORCs).

The MINI has changed in so many ways with the coming of the third-generation mode. But, to the minds of many, the new three-cylinder engines rate among the most impressive things that have happened since the brand first hit the scene 12 years ago.

In fact it has always been the powerplants that have showed a weakness in the MINI’s mechanical makeup: The turbocharged Cooper S scraped in as acceptably punchy, but the base, normally aspirated Cooper seemed perpetually undernourished. Especially when an automatic transmission was involved.

Not any more. The Cooper has been given a new personality via the standard, characterful 1.5-litre three-cylinder turbo powerplant. The acceleration figures don’t necessarily show it (zero to 100km/h comes up in 7.9 seconds), but the regular MINI now shows some real muscle in the all-important mid range.

With 100kW of power and 220Nm of torque coming in at a mere 1250rpm (230Nm momentarily on overboost) the Cooper always feels eager when punching out of a corner, or moving out to pass a slower car on the open road. And with a claimed combined fuel consumption of 4.7L/100km plus a CO2 figure of 110 g/km it’s super-thrifty and clean too.

But all that is straying somewhat off topic. What we are discussing here is the arguably even more impressive diesel version of the new MINI.

Also a 1.5-litre three-cylinder, the Cooper D is not only full of torque-rich character (it produces a solid 270Nm at 1750rpm) that is barely revealed in the hard figures, but is also faster, sips even less fuel and emits less CO2 than its predecessor.

The common-rail, direct-injection three-cylinder displaces roughly the same as the petrol version. Both, although bore-stroke dimensions are different, use a long-stroke configuration – except the diesel, surprisingly, is slightly less so – and both are also of all-alloy construction, with four-valve cylinder heads and a single counter-rotating balance shaft to help iron out vibration.

The petrol uses BMW’s Double VANOS variable camshaft control: The diesel doesn’t, but still utilises TwinPower variable turbine (turbo) geometry and common-rail direct injection.

The result is a small improvement in claimed fuel consumption and exhaust emissions: The previous 1.6-litre four-cylinder Cooper D claimed 3.8L/100km and measured CO2 emissions at 99g/km, while the new three-cylinder claims 3.7L and 97g.

It’s a bit quicker too: The claimed zero to 100km/h acceleration time drops from 9.7 seconds to 9.2.

Incremental gains, but still significant in the context of the previous MINI diesel being one of the thriftiest cars on the Australian market.

And while we are becoming accustomed to diesels that mimic petrol engines in terms of smoothness, noise levels and overall refinement, the new oil burner is something else: It is a three-cylinder that is every bit as non-obtrusive as the best four-cylinder diesel.

A trained ear will detect the diesel reality, but will not easily detect the three-cylinder beat. Only in certain situations, such as when lugging in a high gear at relatively low rpm, does the familiar throb become noticeable – and even then there’s little sign of any lack of smoothness. For the MINI, the three-cylinder diesel’s endearing overall characteristics are a value-added bonus.

And even if the acceleration figures don’t sound all that impressive, the diesel (our test car was a six-speed manual) is strong off the mark, and always ready with a good serve of torque when needed. The only aberration noticed was an occasional hesitation, lasting no more than a heartbeat, when up-shifting at relatively low rpm.

On the open road, the whole experience is surprisingly hushed, and comfortable, with the diesel working away unobtrusively behind what are actually quite low overall noise levels.

We didn’t get anywhere near the official combined fuel consumption figure of 3.8L/100km, although we figured with a bit of intent we could have bettered the 5.2L recorded in mixed conditions during our test.

Living with the Cooper D for a week, we were reminded of the fact it would be better described as a two-plus-two than a three-door hatch. Despite being bigger inside than the previous generation, the MINI is still not a place for four full-size adults.

In the same vein, the slightly bigger 211-litre boot, with its removable false floor giving a slight improvement in loading height, is still a space that needs careful packing if you are planning a serious weekend away. It’s not a car for throwing a couple of pushbikes – and riders – on board.

But the MINI driving position is pretty comfortable: Even a taller driver will need to bring the seat forward to allow easy use of the clutch – although doing so won’t help to any great degree a back-seat passenger travelling directly behind – and the front seats, although not as supportive as those in the Cooper S, are more than adequately comfortable.

As you’d expect, there’s always plenty going on within the MINI passenger cab. As well as the massive central display surrounded by a curving band of light that responds to the selecting of various functions including climate control, or the (optional) driving function control that enables, via a switch at the base of the gearlever, selection of “Sport”, “Green” or default modes, the overall ergonomic functions are a big departure from normality.

Retro-style toggle switches abound, above the rearview mirror controlling interior lights and on the lower centre console for selection of such functions as the stability control system – and even starting the engine.

It’s all very engaging, all very MINI, put together with the finesse appropriate for a premium brand and never dull to hang out with.

And who would have thought that a three-cylinder diesel would be an enticing option not just for its fuel economy, but also for its performance, and for the added sense of character it brings to the MINI.

2014 MINI Cooper D pricing and specifications:
Price:
$31,800 (plus on-road costs)
Engine: 1.5-litre three-cylinder turbo-diesel
Output: 85kW/270Nm
Transmission: Six-speed manual
Fuel: 3.7L/100km (ADR Combined)
CO2: 97g/km (ADR Combined)
Safety Rating: Five-star ANCAP

What we liked: Not so much:
>> Low CO2 emissions >> Occasional engine hiccup
>> Engaging personality >> Restricted rear-seat space
>> Endearing three-pot diesel >> Real-world fuel economy
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Written byTim Britten
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