With an expansive rally and racing heritage behind it the latest MINI JCW should take a natural shine to circuit work.
Unfortunately another kind of natural shine is missing as we approach the majestic Phillip Island Grand Prix circuit. Surely you didn’t expect sunshine and warmth in the midst of a Victorian winter?
We explored the $49,950 (plus on-road costs) JCW’s expansive standard specification, along with its on-road dynamics, when we introduced the latest to perhaps the greatest modern MINI ever built, the Works GP2.
Translating the new JCW’s 170kW/320Nm 2.0-litre turbocharged four-cylinder petrol engine and six-speed Steptronic torque converter automatic (a manual is available, though it has been delayed to circuit work effectively is the job of the most focused chassis seen on the current-generation car.
There’s dynamic damper control for the strut (front) / multi-link (rear) suspension, dynamic traction control, electronic differential lock, bespoke Brembo brakes with 17-inch front discs and an aerodynamically-optimised bodykit that efficiently melds handling and cooling requirements.
With the MINI Driving Mode switch set to Sport, a gaggle of JCWs snakes out onto the circuit. It’s not raining – right now – but there’s enough sheen on the circuit to demand caution.
Immediately apparent is the new engine’s torque response. 400cc larger than its predecessor there’s simply torque everywhere. Continuing to build revs, it quickly shows that the latest JCW is faster pulling through the peak torque band, which is produced from 1250rpm all the way through to 4800rpm.
Above that, there’s actually a feeling of restriction to the top-end, so there’s no point finding the redline. Of note is that this engine produces 180kW in the BMW 228i; room above for an upcoming Works GP, perhaps?
On track, the Steptronic transmission is more than a match, with smooth, quick shifts and genuine manual control; though where some other autoboxes will blip hard on downshifts and aid engine braking, the MINI JCW’s calibration is less aggressive.
Thankfully, the Brembo brakes positively and consistently haul the JCW’s 1220kg (unladen) down, even to the point where trail-braking will introduce a little rear-end squiggle; a welcome invitation to adjust your entry line, should you have the skill. Me? I’d like a little more stability.
Even in the damper’s stiffest setting there is still some roll evident, though on the smooth Phillip Island surface the JCW remains consistent in its cornering, once you learn to trust that there’s grip beyond the glassy initial steering input. The run-flat tyres offer little feedback when steering lock is applied, however, once beyond that moment it’s clear the chassis has response and grip.
Back on the throttle out of slower corners, there’s inside-front wheel scrabble for a moment before the electronics divert drive to balance the MINI towards corner exit. Still, it feels less co-operative than a traditional limited-slip diff, and more like it’s not the driver’s ability, but the car’s, shining. As discovered on the road, running a gear higher and harnessing the JCW’s abundant torque is the way to go.
Through higher speed corners the 28mm larger wheelbase combines with the aerodynamic optimisation to offer solid stability, and the MINI quickly builds speed through the higher gears. Product Manager Daniel Silverwood suggested an 80-120km/h time of 5.6sec, which is 0.4sec quicker than the current Porsche 911 Carrera 4S manual (though admittedly the Porsche was held in fifth gear to record that time).
Shifting to a wet motorkhana, there is more opportunity to explore the MINI’s ultimate grip levels without the fear of finding a safety barrier or swan to damage the JCW’s bodywork.
Trusting there’s grip beyond that initial steering response is key on the twisty second-gear layout, and when treated with deliberate agitation, the MINI reveals another dynamic layer. Turn-in hard on the brakes and the front bites, the rear squiggles and the electronics go to work. It helps you grab the apex tightly before pulling the car through the hairpins. The course's short slalom section and double lane-change show the JCW has a keenness to change direction; while slamming on the brakes to complete the wet course triggers the anti-lock brakes, almost increasing the stopping distance on the now slick surface.
In returning to the pits, the MINI JCW has revealed more depth to its dynamic repertoire. Enjoyable in the city, on the road or at the track, it’s a fitting halo for the brand; and well worth the additional $9555 over a Steptronic Cooper S.
What we liked: | Not so much: |
>> Wide torque band | >> Glassy feel through steering |
>> Powerful, consistent braking | >> Feels more strained at higher revs |
>> Adjustable balance | >> Would benefit from limited-slip diff |
Related reading:
>> Sibling rivalry: 2015 MINI JCW meets Works GP2 ancestor
>> John Cooper: A MINI story
>> MINI JCW is auto-only... for now
>>
Video