2016 Mini Cooper S Clubman Rendered, Detailed: It’s Coming to Haul Your Stuff

What It Is: To say the final Mini Clubman was a compelling oddball would be an understatement. It was half hatchback, half station wagon and nearly completely strange, with a 5-door layout that integrated rear barn doors and a rear-hinged suicide door on one side only. It was as well modest to ever be taken seriously as a load-lugger—despite Mini trying, and failing, to make a case—but it undoubtedly had an abundance of character.

This is our rendered take on what the new version to be launched later this year will look like. We know that it will be larger and much more sensible—indeed, it’s set to be the greatest Mini but in terms of all round dimensions. The big question is whether or not it will be able to match any of the idiosyncratic charm of its predecessor.

2013 Mini Cooper Clubman

The Clubman will, in essence, be a station-wagon version of the 4-door Cooper hatchback, with an extended cargo area. The rear-hinged “clubdoor” has gone, replaced by standard doors (and one particular on every single side!), but it will stick with twin side-hinged doors at the back, with the glass in every getting its own dinky tiny wiper blade. If it sticks to the published dimensions of the apparently production ready Clubman Concept that was shown at the 2014 Geneva auto show, it will be some 10 inches longer than the last Clubman and a half a foot up on the Countryman, which, till now, has been the greatest Mini.

Why It Matters: In the U.S. we fear that it won’t. Promoting station wagons is enough of a challenge here in the ideal of times, let alone a little one particular that carries the price premium that comes with a Mini badge. But in those components of the planet where tourers still reign—like Europe—this is a sensible move to broaden the appeal of the Mini hatchback. Luggage accommodation is unlikely to be overly generous, but it will nonetheless be the most spacious Mini to date for both men and women and stuff. Mini insiders have hinted that we can also count on to see an all-wheel-drive version later on, which will broaden its appeal still additional.

Platform: Like its F56 Mini brethren, the Clubman sits on BMW’s new front-drive UKL1 platform, which also underpins the not too long ago launched (and thankfully not-for-the-U.S.) BMW 2-Series Active Tourer. Mechanically it will share all main elements with the Mini hatchback (and the 2er), including the very same independent rear suspension. BMW has resisted the temptation to match a less costly (and far more space-effective) torsion beam at the back, which need to make certain the Clubman drives as crisply as its hatchback siblings but efficiently precludes offering third-row seating in this model provided the packaging constraints.

2013 Mini Cooper Clubman

Powertrain: All will be familiar, with the same 3- and 4-cylinder gasoline engines as the existing Cooper hatchback, probably running all the way to the 228-hp John Cooper Operates powertrain, and with a decision of automatic or stick-shift transmissions. Europeans will also be in a position to pick diesel versions, although they practically undoubtedly won’t make it to the U.S. And as mentioned above, the platform gives all-wheel drive, which we think will be presented as an choice some time following launch.

Competition: Fiat 500L, Ford Focus ST, Volkswagen Golf SportWagen.

Estimated Arrival and Value: Appear for the new Clubman to arrive in the 4th quarter of 2015, and to command roughly $ 1500 far more than the commensurate 2-door, non-Clubman hatchbacks.

View Photos View Photographs

2016 Mini Cooper S Clubman Rendered, Detailed: It’s Coming to Haul Your Stuff

The Party’s More than for Mini Coupe and Roadster—They’re Dead

Mini has announced that it is ending production of its oddball 2-seaters, the hardtop Coupe and the softtop Roadster. Each models are nevertheless primarily based on the second-generation Mini platform, and it seems unlikely that the duo will return as element of the new, third generation of Minis.

The pair was introduced with considerable fanfare as concepts at the 2009 Frankfurt auto show, as portion of the 50th birthday celebration for Mini. Their design and style was credited to Marcus Syring (who also penned the BMW Z3 coupe) and was most notable for the steeper windshield, squashed roofline (2 inches reduce than a common Mini), and vestigial trunk.

The Coupe reached dealerships in the fall of 2011 the Roadster followed a year later. Solution positioning for each, however, was problematic. Mini tried to position the convertible as the return of the British roadster, but it wasn’t precisely that. And the Coupe was just, uh, various. Via 2014, worldwide sales amounted to only 27,350 for the Coupe and 28,867 for the Roadster.

---

---

Numbers like that mean the duo had been niche autos, and Mini’s strategy going forward is to concentrate as an alternative on core products—or “superheroes,” in the words of Peter Schwarzenbauer, the BMW Group board member under whose purview Mini falls. That indicates the lineup could shrink to just 5 models: Hardtop, in 2-door, 4-door, and convertible forms Clubman, a new version of which is due this summer time Countryman, which ought to migrate to the new platform next year a sports vehicle along the lines of the Superleggera concept and, potentially, a smaller city auto. Notice what’s missing here? Yep, the Paceman. We count on that will be the next Mini to follow the Coupe and the Roadster down that final off-ramp.

---

The Party’s More than for Mini Coupe and Roadster—They’re Dead

2014 Mini Cooper S Hardtop Extended-Term Update: Back in Michigan for Winter

Long-Term Road Test Update

arrow

Our long-term Mini rattles back to Michigan just in time for winter.

• DAVE BEARD AND


• MICHAEL SIMARI

WHAT WE LIKE AND WHY: We haven’t noticed our lengthy-term Mini Cooper S in a while, as it spent the summer time on assignment in Los Angeles. But receiving back behind the wheel reminds us of how considerably a lot more refined the most current Mini is than prior generations. The feel is more akin to a small BMW than an eager runabout, with enhanced ergonomics and instrumentation. The light, precise action of the clutch and shifter are practically perfect for spirited driving, and even though the go-kart really feel has been somewhat watered down, the Mini can still deliver smiles when hitting an apex. And there’s lots of grunt from the S’s turbocharged 2.-liter, and with all 207 lb-ft of torque peaking at a superlow 1250 rpm, it’s easier to deal with thick traffic. We’re still averaging 30 mpg overall with normal flogging, which equates to 350 miles of range.

WHAT WE Don’t LIKE AND WHY: In spite of higher initial compliance from the suspension versus prior models, the most current Mini nevertheless crashes over most bumps and has currently created several creaks and rattles in its structure. Although not as prominent as in earlier Minis, such as our flimsy extended-term 2009 JCW convertible, the clatter nevertheless lends a feeling of cheapness. Eighteen-inch wheels and 40-series rubber certainly do not assist the ride, either. And even though the most current Mini’s enlarged dimensions permit a slightly more capacious cargo region and rear seat, squeezing 2 adults in the back of the 3-door hardtop is a terrible thought.

WHAT WENT Incorrect AND WHY: In spite of the lackluster structural integrity, our Mini has been reasonably easy to reside with. The vehicle visited the dealer twice while in California about 11,000 miles, but neither stop expense us a dime. The very first was a scheduled oil and filter modify and inspection, which was covered under Mini’s integrated free of charge upkeep for 3 years or 36,000 miles. An oil leak prompted the second check out shortly thereafter, with the problem being a faulty oil-filter housing, which was tended to below warranty as a identified issue. Being Michigan in December, our biggest expense given that the vehicle returned to HQ has been a set of 205/45-17 Bridgestone Blizzak LM-60 run-flat winter tires ($ 736 from Tire Rack), which we mounted on a set of replacement 17-inch wheels provided by Mini (we were unable to acquire run-flat winter rubber in the OE size for the car’s stock 18s). Then, since we’re vain, we spent $ 62.63 for 4 new center caps that weren’t incorporated with the winter wheels. Even though the squishy winter tires make it hard to analyze any changes in dynamic overall performance from the taller sidewalls, they do at least provide a bit a lot more cushion to the ride over frozen, pockmarked pavement.

Where WE WENT AND WHY: As we talked about, the Mini just returned from California and has served mostly as a local commuter even though back residence in Michigan. It did, nonetheless, travel often while out west, which includes treks from Los Angeles to Las Vegas and the higher desert about Barstow, California. Although the onset of winter and the car’s diminutive size will surely limit its road-trip possible in the coming months, its pluckiness need to entertain on the several shorter voyages about the holidays. —Mike Sutton

Months in Fleet: 6 months
Present Mileage: 15,148 miles Typical Fuel Economy: 30 mpg
Fuel Tank Size: 11.6 gal Fuel Variety: 350 miles
Service: $ Regular Wear: $ Repair: $
Harm and Destruction: $

Continued…

Photos (60)

Other Stories You Might Like

2014 Mini Cooper S Hardtop Extended-Term Update: Back in Michigan for Winter

2014 Mini Cooper S Hardtop Lengthy-Term Update: Back in Michigan for Winter

Extended-Term Road Test Update

arrow

Our extended-term Mini rattles back to Michigan just in time for winter.

• DAVE BEARD AND


• MICHAEL SIMARI

WHAT WE LIKE AND WHY: We haven’t observed our long-term Mini Cooper S in a although, as it spent the summer season on assignment in Los Angeles. But receiving back behind the wheel reminds us of how much more refined the newest Mini is than previous generations. The feel is far more akin to a tiny BMW than an eager runabout, with enhanced ergonomics and instrumentation. The light, precise action of the clutch and shifter are almost excellent for spirited driving, and while the go-kart really feel has been somewhat watered down, the Mini can nonetheless deliver smiles when hitting an apex. And there’s lots of grunt from the S’s turbocharged 2.-liter, and with all 207 lb-ft of torque peaking at a superlow 1250 rpm, it’s easier to deal with thick traffic. We’re still averaging 30 mpg overall with typical flogging, which equates to 350 miles of range.

WHAT WE Don’t LIKE AND WHY: Regardless of greater initial compliance from the suspension versus previous models, the newest Mini nonetheless crashes over most bumps and has currently created many creaks and rattles in its structure. Though not as prominent as in preceding Minis, such as our flimsy long-term 2009 JCW convertible, the clatter nonetheless lends a feeling of cheapness. Eighteen-inch wheels and 40-series rubber certainly do not aid the ride, either. And although the newest Mini’s enlarged dimensions permit a slightly more capacious cargo location and rear seat, squeezing 2 adults in the back of the 3-door hardtop is a terrible thought.

WHAT WENT Incorrect AND WHY: Despite the lackluster structural integrity, our Mini has been reasonably easy to reside with. The vehicle visited the dealer twice although in California around 11,000 miles, but neither stop cost us a dime. The 1st was a scheduled oil and filter modify and inspection, which was covered below Mini’s included totally free maintenance for 3 years or 36,000 miles. An oil leak prompted the second pay a visit to shortly thereafter, with the difficulty being a faulty oil-filter housing, which was tended to under warranty as a identified concern. Becoming Michigan in December, our biggest expense since the auto returned to HQ has been a set of 205/45-17 Bridgestone Blizzak LM-60 run-flat winter tires ($ 736 from Tire Rack), which we mounted on a set of replacement 17-inch wheels provided by Mini (we had been unable to receive run-flat winter rubber in the OE size for the car’s stock 18s). Then, since we’re vain, we spent $ 62.63 for 4 new center caps that weren’t incorporated with the winter wheels. Despite the fact that the squishy winter tires make it tough to analyze any changes in dynamic functionality from the taller sidewalls, they do at least provide a bit more cushion to the ride over frozen, pockmarked pavement.

Where WE WENT AND WHY: As we talked about, the Mini just returned from California and has served mainly as a local commuter while back residence in Michigan. It did, nonetheless, travel regularly whilst out west, which includes treks from Los Angeles to Las Vegas and the high desert about Barstow, California. While the onset of winter and the car’s diminutive size will surely limit its road-trip possible in the coming months, its pluckiness should entertain on the many shorter voyages around the holidays. —Mike Sutton

Months in Fleet: 6 months
Current Mileage: 15,148 miles Average Fuel Economy: 30 mpg
Fuel Tank Size: 11.6 gal Fuel Range: 350 miles
Service: $ Normal Put on: $ Repair: $
Harm and Destruction: $

Continued…

Photos (60)

Other Stories You May possibly Like

2014 Mini Cooper S Hardtop Lengthy-Term Update: Back in Michigan for Winter

BMW 2-series Gets Mini Cooper Engine and AWD Diesel—Just Not In U.S.

BMW just announced some interesting updates to the fun-size, rear-wheel-drive 2-series. Beginning in March of 2015, the entry-level 218i will be powered by the 1.5-liter turbo 3-cylinder that motivates the base model Mini Cooper, while elsewhere on the choice sheet buyers will be able to spec a diesel-powered 220d with all-wheel drive. There’s a catch, though: BMW tells us these setups will not be available in North America. Bummer.

The 1.5-liter 3-banger will bring 136 horsepower and 162 lb-ft of torque to BMW’s littlest coupe. The organization says it’ll get the European equivalent of 42 to 46 miles per gallon, although at a bit of a expense to efficiency: The thrifty 3-cylinder will take a shade beneath 9 seconds to sprint to 60 mph. That nonetheless seems affordable to us, specifically given the competent 2-series chassis and availability of a true 3-pedal 6-speed manual. Consider of it as a rear-wheel-drive Mini Cooper, sorta.

Alongside the 218i, BMW will also roll out an all-wheel-drive version of the diesel-powered 220d, a setup the organization says will surpass the European equivalent of 50 mpg. With diesel torque to spare, such a model will sprint to 62 mph in a somewhat more sporting 6.8 seconds.

The poor news? Neither the thrifty 3-banger nor the torqueful diesel is headed to North America’s shores. A BMW spokesman confirmed to Vehicle and Driver that the 2015 lineup will stay the exact same as it ever was: 228i and M235i, in coupe and convertible kind, with optional all-wheel drive.

---

---

Of course, BMW is only interested in bringing to the U.S. the models that will sell well—meaning nicely appointed variants with enough motor to satisfy the Ultimate Driving Machine tagline we’ve been hearing because the mid-1970s. Still, we’d enjoy to get these thrifty 2-series variants more than right here. Guess we’re left carrying out what we usually do in this situation: staring longingly toward Europe and sighing.

Other Stories You May well Like

---

BMW 2-series Gets Mini Cooper Engine and AWD Diesel—Just Not In U.S.

MG Reveals the all-new super- mini

There is a very, very good reason for the rather long wait for the arrival of the all-new MG3 super-mini that took the world by storm.

Now that the exciting hot hatch is here, MG South Africa can reveal that the car has undergone – and passed – a rigorous on-road durability validation test of nothing less than 3 million kilometres.

The compact yet spacious MG3 with its eye catching stance and attractive design details draws attention from every angle. The hot new hatch begs to be driven, promising huge amounts of fun and excitement all the way.

MG is locally distributed by Mandarin Motors as part of the massive Combined Motor Holdings (CMH) group of companies. “Now the wait is over – but it was worth it,” says MG South Africa General Manager for CMH Brands, Derrick Bishop.

Offering outstanding levels of design, quality and value for money, the long awaited MG3 is sure to follow in the tracks of its British and European brethren that took the marque back to the top of the sales charts in the highly competitive supermini segment of the market.

Prices might surprise many with the news that even the top model in the 3-car line-up costs less than R180 000, making it a very worthy candidate for young drivers who like to make their presence known.

However, this superb value for money package on the brand new MG3 is not offered at the expense of specification, practicality or safety. All models benefit from a powerful 1.5? engine driving the front wheels via a 5-speed manual transmission, offering well balanced performance, acceleration and economy.

The new MG3 – designed by MG in Britain; built by SAIC in Eastern Europe – boasts the modern MG signature front and rear styling, including LED daytime running lights as standard across the full range.

For South Africa, the MG3 range consists of the MG3 (standard), the MG3 Wired, and the top-of-the-range MG3 Style.

The full range of 3 models boasts all the creature comforts expected in a top class vehicle in this segment, including electrical everything, outstanding safety and performance, as well as one of the largest and most spacious cabins in its class.

The new MG3 stands out thanks to its sporty exterior style, with full width black mesh grille incorporated into the colour-coded front sport design bumper, black A and B-pillars, ‘wraparound’; windscreen and sleek lines. Safety is taken care of with 6 airbags, electronic stability control, corner brake control and traction control, offering the full suite of the latest technology safety equipment standard on each of the 3 new MG3 models.

A key attraction for many people will be all the fun that can be had creating their own unique MG3. An extended range of colours, exterior graphics including the best MAG alloy wheels specifically designed to compliment your MG3, interior colour packs and part-leather upholstery have been created by the UK design team and inspired by the British fashion industry.

The production version of the MG3 carries forward many of the styling cues first seen in the eye-catching MG ZERO concept car designed to target young and style conscious buyers wanting something different.

The fun factor comes into play even before owners get into the car, by designing their own highly personalised MG3. With thousands of combinations available, the chances of seeing 2 identical MG3s together are pretty slim.

The new MG3 is a small car with a big cabin. Normally this is where the compromise comes on small sporty cars, but not with the MG3.

Fun, entertaining and easy to live with, the MG3 combines style and enjoyment with practical spaciousness. The designers and engineers have combined to create an exceptional amount of space and versatility in a very compact 5-door package.

Extensive work from the MG Design and Engineering team on the architectural package has resulted in interior packaging that rivals or surpasses anything in its class. In a 4m long package, the MG3 will easily accommodate 4 tall individuals; a level of accommodation typically associated with larger cars. It mirrors the spaciousness of the MG6 range.

The MG3′s ‘rolled and raised’; front dashboard design creates an airy forward cabin space and increased legroom, while allowing excellent access to primary and secondary controls. This theme is continued in the rear of the car, where the front seats are sculpted to allow rear passengers excellent space to travel in comfort.

Class-leading rear headroom is another characteristic which sets the MG3 apart. Many cars in this sector compromise on interior space, particularly in the rear. But rear headroom in the MG3 is more than generous.

Designed with the core value of fun to drive, the MG3 chassis has been honed from hundreds of thousands of kilometres of testing on European roads. Intended to deliver impressive levels of body control, sharpness and a willingness to corner to engage keen drivers, MG’;s world class team of chassis engineers have also delivered sure footed handling and impressive ride comfort. Together this makes the MG3 suitable for every journey, from crowded Gauteng routes to flowing country roads in Mpumalanga or the Cape or cruising on the highway across the extremes of the South African landscape.

The MG3 is unmistakable on the road and takes the iconic MG brand another step into the future.

“MG became world famous for building distinctive, British, small, fun cars at a remarkably affordable price that owners can personalise to their own individual style. The MG3 is the new small, modern MG that allows a new generation of people to have fun with their MG,” concludes Bishop.

About MG Motor

Since the first MG went on sale 90 years ago in 1924, the iconic British brand has become world famous for making stylish cars that are fun to drive and own, at remarkably affordable prices. The latest offering, the MG3, is no exception; the new, small modern MG brings style and fun to a new generation, giving a fresh twist on the innovation, sporty performance and statement style that first made the MG badge famous.

Modern MGs are designed and engineered at MG’;s historic home in Longbridge, Birmingham.  Today, MG is owned by the SAIC Motor Corporation. SAIC Motor is currently rated 103^rd in the Fortune 500 and, in 2013, achieved record global sales of over 5.1 million units – an increase of 13.71% on 2012 sales. SAIC Motor is the first Chinese automotive manufacturer to exceed 5 million units in a year, and 230 000 units of this extraordinary figure can be attributed to sales of the MG (and SAIC’;s domestic Roewe brand) worldwide.

MG Reveals the all-new super- mini

MG Reveals the all-new super- mini

There is a very, very good reason for the rather long wait for the arrival of the all-new MG3 super-mini that took the world by storm.

Now that the exciting hot hatch is here, MG South Africa can reveal that the car has undergone – and passed – a rigorous on-road durability validation test of nothing less than 3 million kilometres.

The compact yet spacious MG3 with its eye catching stance and attractive design details draws attention from every angle. The hot new hatch begs to be driven, promising huge amounts of fun and excitement all the way.

MG is locally distributed by Mandarin Motors as part of the massive Combined Motor Holdings (CMH) group of companies. “Now the wait is over – but it was worth it,” says MG South Africa General Manager for CMH Brands, Derrick Bishop.

Offering outstanding levels of design, quality and value for money, the long awaited MG3 is sure to follow in the tracks of its British and European brethren that took the marque back to the top of the sales charts in the highly competitive supermini segment of the market.

Prices might surprise many with the news that even the top model in the 3-car line-up costs less than R180 000, making it a very worthy candidate for young drivers who like to make their presence known.

However, this superb value for money package on the brand new MG3 is not offered at the expense of specification, practicality or safety. All models benefit from a powerful 1.5? engine driving the front wheels via a 5-speed manual transmission, offering well balanced performance, acceleration and economy.

The new MG3 – designed by MG in Britain; built by SAIC in Eastern Europe – boasts the modern MG signature front and rear styling, including LED daytime running lights as standard across the full range.

For South Africa, the MG3 range consists of the MG3 (standard), the MG3 Wired, and the top-of-the-range MG3 Style.

The full range of 3 models boasts all the creature comforts expected in a top class vehicle in this segment, including electrical everything, outstanding safety and performance, as well as one of the largest and most spacious cabins in its class.

The new MG3 stands out thanks to its sporty exterior style, with full width black mesh grille incorporated into the colour-coded front sport design bumper, black A and B-pillars, ‘wraparound’; windscreen and sleek lines. Safety is taken care of with 6 airbags, electronic stability control, corner brake control and traction control, offering the full suite of the latest technology safety equipment standard on each of the 3 new MG3 models.

A key attraction for many people will be all the fun that can be had creating their own unique MG3. An extended range of colours, exterior graphics including the best MAG alloy wheels specifically designed to compliment your MG3, interior colour packs and part-leather upholstery have been created by the UK design team and inspired by the British fashion industry.

The production version of the MG3 carries forward many of the styling cues first seen in the eye-catching MG ZERO concept car designed to target young and style conscious buyers wanting something different.

The fun factor comes into play even before owners get into the car, by designing their own highly personalised MG3. With thousands of combinations available, the chances of seeing 2 identical MG3s together are pretty slim.

The new MG3 is a small car with a big cabin. Normally this is where the compromise comes on small sporty cars, but not with the MG3.

Fun, entertaining and easy to live with, the MG3 combines style and enjoyment with practical spaciousness. The designers and engineers have combined to create an exceptional amount of space and versatility in a very compact 5-door package.

Extensive work from the MG Design and Engineering team on the architectural package has resulted in interior packaging that rivals or surpasses anything in its class. In a 4m long package, the MG3 will easily accommodate 4 tall individuals; a level of accommodation typically associated with larger cars. It mirrors the spaciousness of the MG6 range.

The MG3′s ‘rolled and raised’; front dashboard design creates an airy forward cabin space and increased legroom, while allowing excellent access to primary and secondary controls. This theme is continued in the rear of the car, where the front seats are sculpted to allow rear passengers excellent space to travel in comfort.

Class-leading rear headroom is another characteristic which sets the MG3 apart. Many cars in this sector compromise on interior space, particularly in the rear. But rear headroom in the MG3 is more than generous.

Designed with the core value of fun to drive, the MG3 chassis has been honed from hundreds of thousands of kilometres of testing on European roads. Intended to deliver impressive levels of body control, sharpness and a willingness to corner to engage keen drivers, MG’;s world class team of chassis engineers have also delivered sure footed handling and impressive ride comfort. Together this makes the MG3 suitable for every journey, from crowded Gauteng routes to flowing country roads in Mpumalanga or the Cape or cruising on the highway across the extremes of the South African landscape.

The MG3 is unmistakable on the road and takes the iconic MG brand another step into the future.

“MG became world famous for building distinctive, British, small, fun cars at a remarkably affordable price that owners can personalise to their own individual style. The MG3 is the new small, modern MG that allows a new generation of people to have fun with their MG,” concludes Bishop.

About MG Motor

Since the first MG went on sale 90 years ago in 1924, the iconic British brand has become world famous for making stylish cars that are fun to drive and own, at remarkably affordable prices. The latest offering, the MG3, is no exception; the new, small modern MG brings style and fun to a new generation, giving a fresh twist on the innovation, sporty performance and statement style that first made the MG badge famous.

Modern MGs are designed and engineered at MG’;s historic home in Longbridge, Birmingham.  Today, MG is owned by the SAIC Motor Corporation. SAIC Motor is currently rated 103^rd in the Fortune 500 and, in 2013, achieved record global sales of over 5.1 million units – an increase of 13.71% on 2012 sales. SAIC Motor is the first Chinese automotive manufacturer to exceed 5 million units in a year, and 230 000 units of this extraordinary figure can be attributed to sales of the MG (and SAIC’;s domestic Roewe brand) worldwide.

MG Reveals the all-new super- mini

MG Reveals the all-new super- mini

There is a very, very good reason for the rather long wait for the arrival of the all-new MG3 super-mini that took the world by storm.

Now that the exciting hot hatch is here, MG South Africa can reveal that the car has undergone – and passed – a rigorous on-road durability validation test of nothing less than 3 million kilometres.

The compact yet spacious MG3 with its eye catching stance and attractive design details draws attention from every angle. The hot new hatch begs to be driven, promising huge amounts of fun and excitement all the way.

MG is locally distributed by Mandarin Motors as part of the massive Combined Motor Holdings (CMH) group of companies. “Now the wait is over – but it was worth it,” says MG South Africa General Manager for CMH Brands, Derrick Bishop.

Offering outstanding levels of design, quality and value for money, the long awaited MG3 is sure to follow in the tracks of its British and European brethren that took the marque back to the top of the sales charts in the highly competitive supermini segment of the market.

Prices might surprise many with the news that even the top model in the 3-car line-up costs less than R180 000, making it a very worthy candidate for young drivers who like to make their presence known.

However, this superb value for money package on the brand new MG3 is not offered at the expense of specification, practicality or safety. All models benefit from a powerful 1.5? engine driving the front wheels via a 5-speed manual transmission, offering well balanced performance, acceleration and economy.

The new MG3 – designed by MG in Britain; built by SAIC in Eastern Europe – boasts the modern MG signature front and rear styling, including LED daytime running lights as standard across the full range.

For South Africa, the MG3 range consists of the MG3 (standard), the MG3 Wired, and the top-of-the-range MG3 Style.

The full range of 3 models boasts all the creature comforts expected in a top class vehicle in this segment, including electrical everything, outstanding safety and performance, as well as one of the largest and most spacious cabins in its class.

The new MG3 stands out thanks to its sporty exterior style, with full width black mesh grille incorporated into the colour-coded front sport design bumper, black A and B-pillars, ‘wraparound’; windscreen and sleek lines. Safety is taken care of with 6 airbags, electronic stability control, corner brake control and traction control, offering the full suite of the latest technology safety equipment standard on each of the 3 new MG3 models.

A key attraction for many people will be all the fun that can be had creating their own unique MG3. An extended range of colours, exterior graphics including the best MAG alloy wheels specifically designed to compliment your MG3, interior colour packs and part-leather upholstery have been created by the UK design team and inspired by the British fashion industry.

The production version of the MG3 carries forward many of the styling cues first seen in the eye-catching MG ZERO concept car designed to target young and style conscious buyers wanting something different.

The fun factor comes into play even before owners get into the car, by designing their own highly personalised MG3. With thousands of combinations available, the chances of seeing 2 identical MG3s together are pretty slim.

The new MG3 is a small car with a big cabin. Normally this is where the compromise comes on small sporty cars, but not with the MG3.

Fun, entertaining and easy to live with, the MG3 combines style and enjoyment with practical spaciousness. The designers and engineers have combined to create an exceptional amount of space and versatility in a very compact 5-door package.

Extensive work from the MG Design and Engineering team on the architectural package has resulted in interior packaging that rivals or surpasses anything in its class. In a 4m long package, the MG3 will easily accommodate 4 tall individuals; a level of accommodation typically associated with larger cars. It mirrors the spaciousness of the MG6 range.

The MG3′s ‘rolled and raised’; front dashboard design creates an airy forward cabin space and increased legroom, while allowing excellent access to primary and secondary controls. This theme is continued in the rear of the car, where the front seats are sculpted to allow rear passengers excellent space to travel in comfort.

Class-leading rear headroom is another characteristic which sets the MG3 apart. Many cars in this sector compromise on interior space, particularly in the rear. But rear headroom in the MG3 is more than generous.

Designed with the core value of fun to drive, the MG3 chassis has been honed from hundreds of thousands of kilometres of testing on European roads. Intended to deliver impressive levels of body control, sharpness and a willingness to corner to engage keen drivers, MG’;s world class team of chassis engineers have also delivered sure footed handling and impressive ride comfort. Together this makes the MG3 suitable for every journey, from crowded Gauteng routes to flowing country roads in Mpumalanga or the Cape or cruising on the highway across the extremes of the South African landscape.

The MG3 is unmistakable on the road and takes the iconic MG brand another step into the future.

“MG became world famous for building distinctive, British, small, fun cars at a remarkably affordable price that owners can personalise to their own individual style. The MG3 is the new small, modern MG that allows a new generation of people to have fun with their MG,” concludes Bishop.

About MG Motor

Since the first MG went on sale 90 years ago in 1924, the iconic British brand has become world famous for making stylish cars that are fun to drive and own, at remarkably affordable prices. The latest offering, the MG3, is no exception; the new, small modern MG brings style and fun to a new generation, giving a fresh twist on the innovation, sporty performance and statement style that first made the MG badge famous.

Modern MGs are designed and engineered at MG’;s historic home in Longbridge, Birmingham.  Today, MG is owned by the SAIC Motor Corporation. SAIC Motor is currently rated 103^rd in the Fortune 500 and, in 2013, achieved record global sales of over 5.1 million units – an increase of 13.71% on 2012 sales. SAIC Motor is the first Chinese automotive manufacturer to exceed 5 million units in a year, and 230 000 units of this extraordinary figure can be attributed to sales of the MG (and SAIC’;s domestic Roewe brand) worldwide.

MG Reveals the all-new super- mini

2014 Mini Cooper S Hardtop Lengthy-Term Test Intro: Bulking Up For a 40,000-Mile Exercise

Long-Term Road Test Intro

arrow

Hello, new Mini. You happen to be looking really, uh, hearty.

• DAVE BEARD AND


• MICHAEL SIMARI

There are all sorts of techniques to pay compliments to buddies who have obviously lost weight, but there’s not a lot to say to those who have gotten bigger. Normally it is ideal to just say absolutely nothing, but we do not want to be rude. So to our newest long-term tester, a 2014 Mini Cooper S, we say: Hola! Welcome! You are looking awfully, er, lush these days!

The newly maximized Mini is massive for a cause. For its 2014 overhaul, it moved onto BMW’s new UKL global front-drive platform, which quickly will underpin a complete family members of Mini and BMW cars, all of them bigger than the Cooper hardtop. So the new Cooper, internally dubbed F56, had to stretch a bit as a compromise for its shared architecture. Park the new next to the outgoing R56 model (or particularly next to BMW’s original 2001–2006 R50), and the variations are dramatic. The new Cooper has turn into something but mini.

Blasted by the Gigant-o-Ray

The length grows in this generation by 4.5 inches while the width expands by 1.7 inches. That might not sound like considerably, but in an industry that sweats each millimeter, that is a double-barrel blast from the Gigant-o-Ray. Your driveway may possibly suddenly appear a lot smaller sized, but all of this, uh, blossoming is not without its positive aspects, specially to all round interior spaciousness (despite the fact that there are nonetheless some ergonomic challenges in the cabin).

Not only is the platform new, the engine is, too. The 189-hp 2.-liter turbo 4-cylinder is the middle youngster of BMW’s new expandable engine family members, which makes use of a standardized 500-cc cylinder and simply stacks it, from the base Mini’s transverse 1.5-liter 3 up to the longitudinal 3.-liter inline-6. With all this newness in the ’14 Mini Cooper, we had been obliged to preserve 1 for a while to see how this overhauled Mini stands up to longer scrutiny.

This Volcanic Orange example arrives for its 40,000-mile run as a completely loaded Cooper S with a appropriate 6-speed manual. And by fully loaded, we actually imply it, due to the fact Mini gives a Fully Loaded choice pack that wads up a bunch of other option groups, like the Premium, Sport, and Wired packages, into a single huge $ 4500 hit. It contains navigation, a sunroof, 18-inch wheels, LED headlights, and mongo connectivity choices amongst its extended list of amenities. We also got a couple of nice-to-haves such as the fancier Cross Punch Carbon Black leather for $ 1500, the Cold Weather pack for $ 600, Dynamic Damper Handle and a head-up display, every for $ 500, and a 1-year subscription to satellite radio for $ 300. The rear spoiler, storage package with an adjustable rear cargo floor, and an anthracite-hued headliner every price $ 250.

Crunching the Stats

Total: $ 33,795. That’s a massive value for what is, and in spite of all the current swelling, nevertheless a modest vehicle. The initial test-track numbers, beginning with the 2839-pound curb weight and the 6.6-second zero-to-60 run, do not show progress more than a 2622-pound Cooper S we tested in 2007, which hit 60 in 6.2 seconds. But it is nevertheless the early days of this new engine. As factors loosen up, the times should come down, despite the fact that possibly not by sufficient to make the 2014 model any faster than its predecessor. Nevertheless, the new Mini’s .91-g skidpad-grip figure shows real capability, and we appear forward to exploiting it over the miles to come.

So far we’ve noticed that the maxi Mini is less of a toy than its predecessors and far more of a grown-up car. The steering is still hyper-reactive compared with most cars’, but the ride has mellowed out, at least more than the milder bumps, and the Cooper’s road presence feels more substantial. We’re still understanding the new ergonomics, but factors such as conventionally placed window switches and the new giant super knob for the infotainment unit are helping. All the connectivity possibilities and ease of use are currently garnering praise from these who like to stream music from their phones.

The Mini is now on the West Coast carrying out typical shuttles amongst Los Angeles and San Francisco, and it makes the dull miles in between these metropolises melt pretty quickly with a composed highway ride and a powerful engine. So far, we’re averaging 30 mpg from the lengthy-stroke 2.-liter, which is welcome considering the tiny, 11.6-gallon fuel tank.

There will be more maxi Mini observations to come as we maintain you updated on the car’s progress in the course of its keep.

Months in Fleet: 2 months
Existing Mileage: 6629 miles Average Fuel Economy: 30 mpg
Fuel Tank Size: 11.6 gallons Fuel Variety: 345 miles
Service: $ Typical Put on: $ Repair: $

View Photo Gallery

Photos (43)

Other Stories You Might Like

2014 Mini Cooper S Hardtop Lengthy-Term Test Intro: Bulking Up For a 40,000-Mile Exercise

2015 BMW 2-series Active Tourer Driven: A Mini-Wagon Reverse-Engineered from Mini

First Drive Assessment

arrow

The revolution will be front-drive.

This, ladies and gentlemen, is the future: BMW insiders inform us that half of the company’s lineup sooner or later will consist of front-wheel-drive vehicles. The 2-series Active Tourer is the initial such vehicle, and it has so tiny in typical with any other BMW that it could send shockwaves all through the enthusiast community. It is known as 2-series due to the fact it is bigger than a 1-series, not since it has anything in common with the 2-series coupe. It is a tall-roofed minivan. It comes with 3- and 4-cylinder engines. It is front-wheel drive (all-wheel drive is coming later). And it shares its platform with a Mini.

Why this departure? BMW figures there are a lot of young, active folks who need to have space for their wholesome and thrilling outdoor activities. Then there are these who need a spacious but compact second vehicle. Also there are mobility-challenged people who just like the straightforward ingress and egress of a automobile with a high roof. Several have little interest in the finer points of sports and overall performance vehicles as discussed among enthusiasts. The merits of rear-wheel drive? Turbo 4 or naturally aspirated inline-6? Must an “M” have an automatic? They could not care less. But they want a BMW, and the organization has listened.

Styling-sensible, BMW has kept the shock element to a minimum—perhaps as well considerably so. The exterior of the 2-series Active Tourer is as pleasant to appear at as it can be provided its shape, but there is not a single character line that we haven’;t observed somewhere else. A Mercedes B-class has a lot more pizzazz a VW Golf Sportsvan is far better resolved. Inside, it’;s a distinct story. Right here, the 2-series Active Tourer serves up a sophisticated and modern interpretation of BMW’;s layered interior design language. It is sensible, as well, though a lot of functions would be less difficult to access if they had their own control buttons as an alternative of hiding a number of menus down in the iDrive program.

The driver gets a thick, grippy steering wheel and a slightly elevated seating position. 2 elements, nevertheless, hint at cost-cutting pressures: The head-up show, which is linked to the optional navigation program, is projected onto a separate panel (consider Mazda 3), not the windshield. And the gear selector for the automatic transmission operates a conventional linkage and is hence significantly much better to use than the finicky electronic gear selector in the brand’;s bigger automobiles. There’s a crossover’s worth of cargo space inside—53 cubic feet of it with the rear seats folded.

Even even though the Active Tourer’s lineup will consist of a range of models with both diesel and gasoline engines, BMW is sending just the top-of-the-line 225i to the U.S. It comes with a 2.-liter 4-cylinder turbo and 8-speed automatic. Rated at 228 horsepower and 258 lb-ft of torque, it is the most potent vehicle in the segment, such as it is. It just does not really feel that way. The power rush is sturdy, but the engine tone is subdued the general noise level is so low that we constantly underestimated the speeds driven, specially these driven in a straight line. The Aisin-supplied automatic is unobtrusive, but when making use of manual mode, much less gears would be a lot more. Here’;s a standard scenario: You want to get to a lower gear for a passing maneuver or an upcoming corner. But the transmission has place you in 6th or eighth. It requires way also a lot of downshifts with marginal rev changes to really get the engine where you want it to be.

The electromechanical energy steering is precise, but effort is a bit on the heavy side. About all we can say about the handling is that it’s fine—like a tall Mini, in fact—although enthusiasts will get in touch with for a firmer ride. Certainly, this car’s ride/handling balance is skewed to the comfort side, and we identified the auto easier to unsettle than one of BMW’;s rear-drivers. The Active Tourer’s higher center of gravity doesn’t aid here.

The 2-series Active Tourer competes in the compact-tall-wagon segment along with the odd minivan with sliding doors, such as the Mazda 5. As such, it’s new ground for the Bavarian automaker. Whilst it might extremely well be one particular of the greatest offerings amongst competitors in Europe, it is not a single that will warm the hearts of the a lot of enthusiasts who have been the core of the BMW brand for decades.

But hey, it really is the future. Far better get utilized to it.

View Photo Gallery

Photos (46)

Other Stories You May well Like

2015 BMW 2-series Active Tourer Driven: A Mini-Wagon Reverse-Engineered from Mini

Mini Thinking about Optional Diesel Power for Subsequent-Gen U.S.-Spec Countryman Crossover

If there is a Mini that would benefit from a torquey, fuel-sipping diesel, it is the biggish and relatively heavy Countryman crossover. Fortunately, that is precisely what Mini appears to be considering, as properly, because it is designing the next-generation U.S.-spec Countryman to at least be capable of supplying an oil-burner.

The current Countryman can be ordered with a diesel in other markets, naturally, but its platform is not made to hold the urea tank and SCR filter essential to meet U.S.-market place emissions requirements. That hurdle will be cleared with the next-gen model, we lately learned from a Mini executive.

---

---

Of course, Mini hasn’t confirmed a diesel Countryman for our market, only that it will be feasible to sell 1 here when the subsequent-gen model arrives in 2017. The next Countryman will be built atop BMW’s new front-wheel-drive platform, which is shared with the 2014 Mini Hardtop and the upcoming BMW 2-series Active Tourer.

Other Stories You May possibly Like

---

Mini Thinking about Optional Diesel Power for Subsequent-Gen U.S.-Spec Countryman Crossover

Mini Considering Optional Diesel Power for Subsequent-Gen U.S.-Spec Countryman Crossover

If there is a Mini that would advantage from a torquey, fuel-sipping diesel, it is the biggish and reasonably heavy Countryman crossover. Luckily, that is precisely what Mini seems to be pondering, as nicely, simply because it is designing the subsequent-generation U.S.-spec Countryman to at least be capable of offering an oil-burner.

The current Countryman can be ordered with a diesel in other markets, naturally, but its platform is not made to hold the urea tank and SCR filter required to meet U.S.-industry emissions requirements. That hurdle will be cleared with the subsequent-gen model, we lately discovered from a Mini executive.

---

---

Of course, Mini hasn’t confirmed a diesel Countryman for our market, only that it will be achievable to sell a single right here when the subsequent-gen model arrives in 2017. The next Countryman will be built atop BMW’s new front-wheel-drive platform, which is shared with the 2014 Mini Hardtop and the upcoming BMW 2-series Active Tourer.

Other Stories You May Like

---

Mini Considering Optional Diesel Power for Subsequent-Gen U.S.-Spec Countryman Crossover

Mini Thinking about Optional Diesel Power for Next-Gen U.S.-Spec Countryman Crossover

If there is a Mini that would advantage from a torquey, fuel-sipping diesel, it is the biggish and comparatively heavy Countryman crossover. Fortunately, that is specifically what Mini appears to be thinking, as properly, simply because it is designing the next-generation U.S.-spec Countryman to at least be capable of providing an oil-burner.

The current Countryman can be ordered with a diesel in other markets, naturally, but its platform is not made to hold the urea tank and SCR filter required to meet U.S.-marketplace emissions standards. That hurdle will be cleared with the next-gen model, we recently discovered from a Mini executive.

---

---

Of course, Mini hasn’t confirmed a diesel Countryman for our market place, only that it will be possible to sell 1 right here when the subsequent-gen model arrives in 2017. The next Countryman will be constructed atop BMW’s new front-wheel-drive platform, which is shared with the 2014 Mini Hardtop and the upcoming BMW 2-series Active Tourer.

Other Stories You May possibly Like

---

Mini Thinking about Optional Diesel Power for Next-Gen U.S.-Spec Countryman Crossover

2014 Ford Transit Connect Wagon Very first Drive: Much more Mini Van than Most Minivans

1st Drive Evaluation

arrow

Ford’;s “unminivan” is not un-enjoyable to drive. But is it a great household truckster?

• STEVE SILER AND


• THE MANUFACTURER

By each and every affordable definition, the 2014 Ford Transit Connect Wagon is a minivan. It’s a van. It is modest. Ergo, it’s a minivan. Duh. But Ford is touting it as the “unminivan,” even turning the term into a hashtag for marketing purposes.

But, by suggesting that the Transit Connect Wagon is anything it is not, or a lot more accurately, saying that it isn’t something that it is, Ford is muddling what tends to make the vehicle distinctive. It is a delightfully simple, fuel-efficient, and space-efficient minibus that is fairly low on frills but extremely higher on usefulness. It is equal parts utility van and compact automobile. As such, it stands in stark contrast to the heavy and bloated road whales at present getting marketed below that modern day misnomer of “minivan.” Okay, we suppose in that respect, it is indeed the “unminivan.”

Advertising and marketing bluster aside, the Transit Connect Wagon is normally fairly likable. Primarily based on Ford’s global C platform, which also underpins the Focus and the Escape, among other items, the Transit Connect Wagon drives a lot more like a modest auto than a minivan or a utility vehicle, with surprisingly quick turn-in and some semblance of road feel via the wheel. Our test drive was limited to the confines of Ford’s Dearborn proving grounds, where the Ford hounds assured us that we would maintain sane speeds, but we came away impressed with its light-on-its-feet demeanor and the way in which it typically quashed body motions. Thanks to its special suspension tuning compared to the cargo van, added sound insulation, and fully lined ceiling and walls, it is significantly quieter than the cargo model with which it shares its slab-sided physique, highly styled dashboard, and fuel-efficient powertrains.

We sampled the quick-wheelbase, 5-passenger wagon with the optional 178-hp 1.6-liter EcoBoost 4-cylinder engine, as nicely as a long-wheelbase, 6-passenger model powered by its only engine, the 169-hp 2.5-liter 4-cylinder. Even with 3 aboard, the quick-wheelbase EcoBoost model felt the friskiest—no surprise there—with some turbo lag but enough scoot after the turbo rush kicked in. The 2.5, for its element, didn’t look to lack power below our benign driving regimen, but it may want for far more oomph if far more seats had been filled. And for what it’s worth, the EcoBoost engine—a $ 795 choice on the short-wheelbase model—achieves 1 to 2 more mpg than the 2.5, according to EPA estimates.

Virtually a Minivan

Most Transit Connect Wagon consumers will be satisfied with merely sufficient performance for them, the ability to carry folks and things is far much more essential. Ingress and egress are a cinch—there’s no ascent to the driver’s seat, you just open the tall door and slide in sideways. The rear seats are set equally low in the structure, amplifying the impression of Notre Dame–like headroom, though taller passengers may possibly be looking at the tops of their knees. Overlook placing the rest of the basketball squad in the far back—that space is strictly for youngsters. Additionally, the second-row seats are rather cumbersome to fold flat and/or obtain access to the third row.

Outward vision is amazing to the front and side, and is certainly far better than the cargo model out the rear. The cabin’s ergonomics will be familiar to any individual who’s driven other current Ford cars: the instruments are housed in a hexagonal cluster, even though ancillaries are displayed within a cowl-covered data screen (with offered MyFord Touch and Sync) perched above banks of stylized audio and climate controls. As with the cargo version, the Transit Connect Wagon features a complete-width aircraft-style shelf above the front visors for little things like, say, an iPad to show movies to the kids, since the Transit Connect does not offer a rear-seat entertainment method. And of course, all-in cargo space (104.2 cubic feet of it in the lengthy-wheelbase version) is pretty outstanding. Thank you, flat-folding seats, T-square walls, and sky-higher roof.

But alas, there is a palpable cheapness inside that a single never ever experiences in other modern day minivans, evidenced in glimpses of physique colour in the A-pillars, exposed seat hardware, and challenging plastics covering pretty much almost everything that you cannot sit or stand on, amongst other factors. And several of the myriad possibilities taken for granted in minivan-dom, such as accessible multizone automatic climate handle, premium audio systems, power sliding doors and tailgates, and sunroofs that open—are missing from the Transit Connect Wagon.

Then there’s the matter of value. At $ 25,520, the cheapest, brief-wheelbase, 5-passenger wagon fees virtually as considerably as a loaded Mazda 5 Grand Touring or a base C-Max hybrid, the latter achieving roughly 17 a lot more mpg. A completely dressed 6-passenger model with MyFord Touch, leather seats, and a fixed-glass moonroof can surpass $ 34K, at which point any quantity of “proper” minivans, to say nothing of the V-6–powered, 6-passenger Flex, represent very appealing options.

If there is a sweet spot for the Transit Connect Wagon, it would be in 2-row, quick-wheelbase form with EcoBoost and Sync. In that 5-seat guise, it does not take itself too seriously, with favorable dynamics, fuel efficiency, and bread-box utility. Anything else, and it’s trying to be a true minivan. And we’ll give in and agree with Ford on that: It’s one of those.

View Photo Gallery

Photographs (35)

Other Stories You May possibly Like

2014 Ford Transit Connect Wagon Very first Drive: Much more Mini Van than Most Minivans

2015 Mini Cooper 5-Door Pictures and Info: Mini Does Conventional

Official Images and Info

arrow

Mini does conventional.

If you believe the latest Mini Hardtop to be neither specifically mini nor more attractive than its predecessor, we wouldn’t argue either point. The most current 3-door Hardtop’s generous size boost does make for a roomier interior, but the vehicle also appears like a 5-4ths—or larger—scale Mini. Now Mini is expanding the brand (how numerous occasions will we write those words?) with this volume-chasing 5-door, which is a first if you don’t count the Countryman crossover. Sadly, the 5r does not fix the Hardtop’s visual eccentricities, but it does provide another bump in cabin space.

Mild Size Bump, Bumpy Look

There’s no question that the 5-Door, as Mini is officially calling it, will attract people to the brand who shun its much less practical or less-mini models. But does practicality need to have to look like this? The 6-door (counting the rear barn doors) Mini Clubman notion that wowed us at this year’s Geneva auto show had us salivating for this automobile. The show house had it all: Great appears, a sultry roofline, and upscale detailing inside and out.

The production 5-door, on the other hand, is no more than a mildly stretched Mini with an additional pair of doors wedged in. All round length has been taffy-pulled by roughly 6 inches, even though the wheelbase expands by just half that it is no wonder the addition of rear doors looks awkward. The handsome Clubman idea, by contrast, stretched a whopping 15 or so inches longer than a Hardtop, affording it far greater proportions.

About half—1.5 inches—of the 5-door’s extra wheelbase has been translated into rear-seat legroom, and if they’re stubby, at least the rear doors will make it simpler to access the back seat. The new Mini’s cargo hold will swallow 9.2 cubic feet of stuff behind the back seats, .5 a lot more than before.

Aside from rear passengers getting door pulls to play with and C-pillars in their peripheral vision, people in a 5-door will occupy an nearly identical interior. The 5-door hatch can carry 5 individuals, though, whereas the Hardtop accommodates only 4. But provided that the 2 automobiles share an identical 68-inch width, the fifth aboard ought to most likely be named Jack or Jim.

Powertrains by BMW

The 5-door’s hood will hide the identical engines as in the Hardtop. That means base Cooper models get a turbocharged and direct-injected 1.5-liter 3-cylinder gas engine hooked to either a 6-speed manual or 6-speed automatic. Output stands at a respectable 134 horsepower and 162 lb-ft of torque. The hotter option is the Cooper S, which mates the same 6-speed gearboxes to a 2.-liter turbo 4 creating 189 horsepower and 207 lb-ft of torque. (An overboost function temporarily bumps the engines’ torque figures to 170 and 221 lb-ft.) Both models are front-wheel drive.

The new hatchback’s reasonably mild stretch should iron out the ride a bit and likely will not prove detrimental to the car’s chuckability. The larger Mini hatch utilizes the exact same strut front and multilink rear suspension setup, and it shares the choice of adaptive dampers that let the driver to tailor the ride and handling.

The Mini 5-door will be offered with a host of driver-help technologies, such as a head-up show, road-sign detection for speed-limit placards, camera-primarily based adaptive cruise handle, collision and pedestrian-effect warnings, and even an automatic braking function. This sort of gear must, like the pair of rear doors, support expand the Mini’s appeal.

This new vehicle fills dealers’ need for a 5-door Mini that’s less costly and smaller than the Countryman, and they must expect a lot more showroom traffic. But we hope the quirky Clubman concept has a future, barn doors and all, simply because this 5-door—and a prospective complete-blown SUV—indicates that Mini is pondering a lot more conventionally than ever.

View Photo Gallery

Images (48)

Other Stories You May Like

2015 Mini Cooper 5-Door Pictures and Info: Mini Does Conventional