Review of the new MINI Cooper

How confident would you be of distinguishing the new New MINI Cooper from the old New MINI Cooper? I have to say that it's not the most straightforward thing in the world. Nobody in the office clocked the Cooper as being a root and branch revision of the old car when it was parked outside. Despite looking rather similar to the old car, the latest model moves the game on in a number of key areas.

Let's not get too dewy eyed about the old car. As much fun as the Cooper was, the engine, to put it bluntly, was a bit of a pup and as for the Cooper S, let's just say that we ran one back to back with a Porsche 911 Carrera and it was getting worse fuel figures than the Porsche. Step forward Peugeot, who has kindly donated a pair of 1.6-litre engines for the Cooper models, turbocharged with 175bhp in the case of the Cooper S and normally aspirated packing 120bhp for the car we look at here, the Cooper.

This will get it from rest to 60mph in 8.9 seconds and on to a top speed of 126mph which is not that dissimilar to the old car's performance figures, despite the old model making do with 5bhp less. Where the latest car scores is in terms of all round driveability and in-gear flexibility, the old car's 110lb/ft of torque easily bested by the current model's 118. The modern four-cylinder features fully variable valve control based on the BMW's proprietary Valvetronic system. This valve management system adjusts intake valve lift and opening times within fractions of a second to meet the power and performance requirements of the driver. The big advantage is that it replaces the conventional throttle butterfly on 'normal' engines to translate any movement of the throttle pedal directly into engine speed with virtually no delay. In addition to variable control of valve lift on the intake, valve timing is also controlled on the outlet stroke. This enhances the torque curve to deliver not only decent torque at low engine speeds, but also power at high engine revs. For those who prefer an even sportier drive, you can also opt for the 210bhp MINI JCW Cooper S, the fastest MINI Cooper around.

"The MINI has evolved in a very smart fashion"

In concert, these two technologies reduce fuel consumption, depending on the route the driver is covering, by up to 20 per cent. Fuel consumption in the combined cycle is down by approximately 12.5 per cent. The CO2 emissions on the MINI Cooper are now 139g/km. Compare that to 163g/km on the old car and you'll see where the progress has been made. It might not be notably quicker, but it's greener, thriftier and easier to drive.

All of this improvement has come rather quickly too. Most manufacturers tend to wait around six years before replacing a model range, but MINI sales have remained very strong, so it would be understandable had owners BMW held back a year or two before making these wholesale changes. Instead, the revisions have come a year earlier than the usual product lifecycle norm in order to put one over on a number of new rivals.

Communicating that this is indeed something novel could well be quite the challenge. It takes a keen eye to spot the bodywork differences, despite this car and its progenitor sharing not one piece of sheet metal. The good news for British industry is that the car will continue to be built at what is now known as Plant Oxford (Cowley to us old timers), this factory's output being upped to 240,000 cars per year, more than double what it was when the first MINIs rolled off its lines in 2001. The body panels and sub assemblies hail from Plant Swindon and the BMW-designed engines roll out of the Hams Hall plant in the Midlands. Despite the German bankrolling, this MINI wears its Union Flags with pride.

So how can you identify the latest car? Well, that won't be a problem if you opt for the Clubman estate version with its unique side-hinged door. In the standard model, although the stance remains the same, there's been a loosening of the belt. The Cooper model, for instance, is 60mm longer. The front grille is tidier and the indicators are now housed in the headlight pod. The car's shoulder line is 18mm higher than on the former model, giving the latest version a more hunched, powerful appearance. It's inside the MINI that more obvious improvements have been wrought.

Gone are those indicators that felt like you were snapping a biro every time you used them. The centrally mounted speedometer now houses entertainment and, if specified, navigation functions. The slimmed-down centre console offers more space in the footwells while the key has been replaced by a round signal sensor that slots next to the steering wheel. A start/stop button is also fitted as standard.

One of the most intriguing, albeit frivolous, aspects of the interior is the optional lights package which features custom ambient illumination. A panel of toggle switches in the roof lining allows the driver to switch the colours of the lights in said roof lining, the door storage pockets and the grab handle recesses. These can be changed at any time in five stages from warm orange to sporting blue, depending on personal taste - quite mad, but undeniably funky. Rear seat space, a big grumble amongst MINI customers, has been improved with recessed knee cut-outs in the fabric-trimmed front seat backs.

Electromechanical power-assisted steering (EPAS) debuts on this version of the MINI and aims to reduce parking effort (a factor which turned off a proportion of mainly female potential customers) but still retain pinpoint accuracy at speed. Although keen drivers will at first lament the loss of the old system, the latest setup at least features a Sport setting that increases the steering's heft and gives the throttle a more aggressive map.

Also fitted as standard on Cooper models are run flat tyres. These tyres have a range of at least 90 miles in the event of a puncture and also mean that valuable space in the car isn't taken up with packaging a spare wheel. Pricing remains competitive and buyers will often specify their cars to their own tastes and spend a good deal more, indulging themselves with options like the Colour Line trim packs or DSC+ stability control.

Progress can be a double-edged sword. Just not in this case.