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2016 Mini Cooper S Convertible First Drive

Is there a better place to launch a roofless Mini than Los Angeles in the middle of winter? Temperatures during the drive event for the new 2016 Mini Cooper S Convertible hovered in the mid-80s, and (a begrudging thanks to CARB here) there was only a thin haze to attenuate the sun. Moreover, the sprawled-out and uniquely Californian metropolis doesn't seem to hem in the longer, broader, ever so slightly taller Convertible. Even if you don't necessarily enjoy vehicles that inherently make a statement, driving a Cooper S Convertible around this style-conscious town at least attunes your sensibilities to the Mini norm. Since there isn't much mechanically or stylistically to differentiate the new Convertible from its Hardtop fraternal twin, we can cover the basics quickly. The exterior sheetmetal is, for better or worse, not much different. That means the large proboscis – a nod to pedestrian impact standards and a variety of other engineering and safety concerns – and longer rear overhang carry over. The jutting underbite and slightly walleyed headlight stance exaggerate how bulbous the front end has become with each subsequent generation. Taken in isolation, the Mini Convertible is still undeniably cute, but the English bulldog vibe is slowly being pushed out of the corporate design language as each new Mini is gently inflated. At some point, we'll hit the bursting point. The Mini Convertible is still undeniably cute, but the English bulldog vibe is slowly being pushed out of the corporate design language. Even in the space-compromised Mini Convertible, total cargo area increases by 25 percent to a useful 7.6 cubic feet maximum. The Easy-Load function, which props up the back edge of the soft top on a pair of spindly plastic struts, is a bit fussy but helps get awkward items in and out of the surprisingly deep cargo area. Smaller or soft luggage should go in without issue. Larger items might be better suited for the back seat. If you're buying a four-seat convertible, you should be prepared for these compromises ahead of time. Speaking of time, the top's operation is reasonably quick. It takes 18 seconds to raise or lower the top, at up to 18 mph. It was fast enough for a stoplight change to test out the situation with the lid on. If you've ever been in a last-generation Mini 'Vert, it's about the same – big blind spots mar the view, but it's remarkably quiet.

2019 Mini Cooper Oxford Edition Drivers' Notes Review | Lots of fun for a select few

The 2019 Mini Cooper Oxford Edition is an interesting little model. It's available in both 2- and 4-door Hardtop configurations and aimed at and specifically for college students, recent grads, those in law or medical school as well as active duty or recently discharged or retired members of the military. No one else qualifies to buy one, which is a bummer, because the Oxford Edition is one smoking deal.  Not only does it undercut the price of a bare-bones Cooper, it packs in nearly $7,000 worth of features at no additional cost. That includes stuff like heated seats, a panoramic moonroof, parking sensors and 17-inch wheels. Power still comes from a turbo inline-three, and while an automatic transmission is standard, a six-speed manual is a no-cost option. While the standard Cooper has questionable value given the small size and relatively high price tag, the Oxford Edition is a far more compelling offering. Senior Editor, Green, John Beltz Snyder: This is such a joyful car to drive. It's quick, spritely and engaging. It feels great rowing through the gears, especially the way the car comes to life as you release the clutch in third gear. The car feels peppy in the low-to-mid rev range, but loses some steam as you climb to the top. The shifter is a little light, though, and it needs a firmer gate to keep you from accidentally shifting into reverse instead of first. There needs to be a more distinct feel from gear to gear in general. The clutch travel is long, but I don't mind it, and the high take-up point feels natural. The less-hot Minis of today feel much more refined than those of yore, while scorchers like the JCW remind me of the older, rawer Minis in their road-going manner, though with more contemporary design, tech and amenities. If I were to buy a Mini myself, it'd be a Hardtop like this — I don't need a lot of power to have fun, day to day, and this one is comfy. I wouldn't be eligible for the Oxford deal, which is a shame, because I really like this configuration, especially for the price. Associate Editor Joel Stocksdale: I almost completely agree with John, the regular Mini Cooper is exemplary of good, simple fun. It makes less than 140 horsepower and pound-feet of torque. That's not a lot of power, but it's enough that you can confidently floor it anywhere in public without breaking the law. And it feels nearly as eager and darty as the JCW, so you can keep your speed up as you rip it around corners.

Road & Track names its 2013 Performance Car of the Year

Road & Track recently staged its first annual Performance Car of the Year test, pitting 13 new and updated performance cars against each other on track, then graduating the top six to a road test before picking a winner. Additionally, the magazine staff picked the best automobiles of the year in eight categories.
But first, let's cover the PCotY segment. Here's the list of cars brought to the comparison test: Audi R8 V10 Plus; BMW 435i; BMW M6 Competition Package; Chevrolet Corvette Stingray Z51; Ferrari F12 Berlinetta; Ford Fiesta ST; Jaguar F-Type V8 S; Jaguar XFR-S; Mercedes-Benz E63 AMG S-Model Wagon; Mercedes-Benz SLS AMG Black Series; Mini John Cooper Works GP; Nissan GT-R Track Edition; and Porsche Cayman S.
To find out the results of the comparison, head over to Road & Track's website or check the press release below, where you'll also find the magazine's top-rated vehicles in eight categories. Want more? Head over to the 2013 PCotY hub. But before you do that, take a stab at guessing the winner of PCotY (we'll give you one hint: it isn't a Porsche).