Look at any performance car or a formula one design and you will notice that the wheels are essentially in the corners of the car and that there is little overhang frontward, rearward or sideward, bar for the wings.
The original Mini, designed by Alexander Arnold Constantine Issigonis, bore the same traits. Greek by birth, Sir Alex, as he became known, was instructed by the British Motor Corporation to build a car smaller than the Morris Minor. The car went into production in 1959, and by mid-June that year production was running at 100 cars a week.
The last original Mini left the production line in October 2000. When BMW decided to build a new version of the car, which arrived locally about three years ago, it did not make many changes to the original design.
It stuck with the front-wheel drive/ front-mounted engine layout. This factor alone was largely responsible for the car’s success. Rival German automaker Volkswagen launched its new version of the iconic Beetle at a similar time, but swapping the rear-engined, rear-wheel drive to a front-wheel system went down like a lead balloon with the purists.
Mini II has a new front grille, tail-light clusters with reverse light and clear lenses and restyled front headlights, while the bumper remains unchanged in the S version.
Dimensions too stay the same, and although described as “cute” by all who view it, at 3 635mm the Mini is hardly small.
The interior has changed little, and boasts all the mod cons associated with its bigger BMW stablemates –electric windows, central locking, ABS with EBD (electronic brake force distribution), DSC (traction control), height and reach adjustable steering, plus two-tone leather seats in the case of our test vehicle.
Instrumentation is in the tradition of large circular dials, although the aluminium plastic inlays on the dash could have been pressed in brushed aluminium rather than plastic.
The “S” designates that the vehicle is supercharged. The 1 598cc transversely mounted motor produces an extra 5kW of power and is now rated at 125kW. Torque is up marginally too, from 210Nm to 220Nm, although they come in at a relatively high 6 000rpm and 4 000rpm respectively.
Modifications to the head, on-board computer and exhaust, which emits addictive burbles and pops on overrun, are the reason for the increase in power.
Power is fed to the front wheels via a close-ratio, short-throw six-speed gearbox. The ratios seem perfectly matched for the power that the four-cylinder, 16-valve motor develops. Quick getaways are an absolute joy — the S will sprint to 100kph in 7,5 seconds. The top end is said to be 218kph.
Although maximum torque is developed at 4 000rpm, the power comes in as low as 1 500rpm, with the delivery being exceptionally linear. Changing before the 6 000rpm mark elicits better acceleration figures, and flicking through the gearbox is exhilarating.
In the corners the Mini is untouchable — only the ignorant driver will try and take on this icon.
The road-holding capabilities of this 1 190kg vehicle, which uses a single-joint McPherson spring strut axle with anti-dive suspension up front and longitudinal struts with centrally-pivoted control arms at the rear, are astounding.
Traction control in the wet or on long, fast sweeps is a must, although in tighter corners it is rather inhibitive and you tend to lose drive as it bogs down on exiting tighter bits.
In smooth surfaced corners the S is a joy, but on slightly bumpier roads it becomes twitchy because of the firm suspension.
All this kinetic energy has to be arrested from time to time, and the 276mm discs in the front and 259mm units at the rear do a superb job of bringing the car to a quick stop. Brake pedal feel is direct and progressive, while the usual cocktail of ABS, EBD and cornering brake control keeps things tidy under the most trying conditions. Four airbags for the front occupants add confidence.
For comfort the Mini comes standard with a radio/CD and climatic air control. Fuel consumption worked at 9,8 litres in the urban cycle, but this should drop to the seven litre mark on the open road.
At R210 600 the S is not the cheapest or most practical car on the road, but it is sure to appear on the top of every enthusiast’s shopping list. If you’re patient enough, it will make a superb investment too.