2005 MINI Cooper Compact Car Reviews & Ratings

The Mini Cooper gets a few interior enhancements for 2005, including new map lights and cascade lighting located on the center of the top windshield frame and illuminated door handles, all designed to improve night-time interior visibility. The interior door armrests have been contoured to allow you to put more in the door pockets. Also, the rear cup holder has been enlarged, a tray has been added under the center column, partially enclosing the area and another tray has been added under the brake handle.

The Mini is roomy, luxurious, and convenient. Even tall drivers find it comfortable. The standard seats are firm and supportive. The sport seats are longer in seat bottom with higher bolsters. If you prefer seats that you sit in rather than on, opt for the sport seats. Leatherette is standard and it is superb, if vinyl can be superb. Cloth is available at no extra cost. Leather ($1300) is optional for all models.

The front seats slide and lift out of the way to allow rear passengers into the back of this two-door hatchback, and then they return to the original position. That makes loading rear passengers quick and easy. The seats have recliner levers on both sides for convenience. The rear seats are surprisingly roomy. There's plenty of headroom and the rear seats are scooped out to provide good support. Legroom is tight, but with a little cooperation from those in front two adults can travel short distances back there in comfort. The back seats are split and fold down for cargo versatility.

The trunk in the convertible hinges at the bottom to open like a desktop, as in the original Mini. Space is flexible. With the rear seatbacks folded down cargo capacity is 21.3 cubic feet. With the top down and all seats in use wisdom says pack skimpily: There's just 4.2 cubic feet available. That back tailgate, incidentally, is an inviting perch, but screen the perchers: it holds 175 pounds.

Mini's interior is stylish and modern, and exudes quality. Prominent circles set the interior design statement. That large circle in the center of the dash, visible to anyone in the car, is the speedometer. A racy round tachometer is perched like an aftermarket muscle car unit immediately before the driver's eyes and tilts with the adjustable steering column. Toggle switches with little guards are arranged in a row near the bottom of the center stack. They operate power windows, power locks, front and rear fog lamps, and the electronic stability control system. A pair of cup holders immediately in front of the shifter will hold a pair of grande cappuccinos if you squeeze them gently past the bottom edge of the dash.

The Mini interior is full of clever details. The optional automatic climate controls are shaped like the Mini logo, for example. The standard HVAC (heater) controls are attractive and work well, though the mode selector knob lacks the nice feel of the fan knob. Radio buttons are small, but easy to understand and operate.

The dash is neat and firm and has a high-quality leather feel to it. We like the trim on the front of the dash of the standard Cooper, but we're not sure we like the finish on the plastic trim that adorns the dash and doors of the S model. It's designed to look like brushed aluminum, but it looks more like smudged plastic, like a young girl put her sneakers all over it.

The low roofline means you have to stoop to see traffic lights overhead. (Traffic signals are mounted on poles in jolly old England.) Sunroof lovers should love the dual-pane panoramic sunroof ($850). Maybe we're not sunroof lovers. Only mesh covers the glass panels on the inside, letting the sun come streaming in even when you don't want it. Besides, the metal roof makes a better background for the Union Jack.

The convertibles retain the Mini's four-passenger seating capability, adding the pleasures of open-air motoring at the whim of the driver, that whim answered in 15 seconds with a special retractable top. Amazing for a car in this price range is the single button control to raise and lower the top with no latches or handles to twist.

Furthermore, there's a part-way mode in retracting the lid that leaves a sun-roof section open at the front of the cockpit granting front-seat occupants a view of skyscrapers, majestic peaks or the indulgent stares of teamsters at the wheel of 18-wheelers. This unique sun-roof, by the way, can be operated while tooling along at Interstate speeds. This appealing semi-open feature is possible because the first 15 inches of the top is a rigid panel; no flapping in the breeze. And this rigid panel serves another purpose: as the unlined top Z-folds itself like so much ribbon candy behind the perky little twin roll bars at the back of the rear seats the stiff section provides a finishing touch. No tonneau has to be wrestled into place to neaten things up (or left to claim storage space when the top is up). The top is ding an sich. Complete.

The convertible version of the Mini Cooper is tying a cute ribbon in the top knot of a cute puppy; it is even more aaah-inspiring. But then, like the hard-top Mini, it surprises and delights with its serious motoring capabilities. Its chassis is extremely rigid for a topless car, which means the Mini's acclaimed go-kart cornering capability is left intact.

The Mini Cooper delivers a sporty driving experience. Spring for the Cooper S if you are a serious driving enthusiast, but be prepared for an attendant rougher ride. Otherwise, you may find the standard Mini Cooper more comfortable. It's smooth and very stable, like a BMW. Around town, the Mini is well-mannered, smooth to shift and easy to park. The S is firm and bounces enough that drinking hot java on the way to work may result in a stained shirt or blouse.

The top-down convertible affords so much pleasurable input you won't even notice what the road surface is like.

The Mini corners like a go-kart and it's hard to exceed its cornering limits. The harder and deeper you go into corners, the more it says more. It goes where it's pointed without protest. Even when rain was sheeting down and the pavement shimmered in rivulets, the Mini felt bonded to the surface.

The original Mini Cooper was as much fun as a carnival ride to drive, but much of the fun came from constant flirting with catastrophe (one wheel always lifted off the surface in hard turns). The fun in this modern Mini, with a body that feels as rigid as a block of maple, is in exploring its astonishing capabilities. It's a much easier car to drive than the old one (even when the old one has the steering wheel mounted on the left).

As one might expect from a car associated with BMW, the Mini Cooper's steering is precise and immediate, though not as light as you might expect in a small car. Sharp and accurate, it's easy to place this little car exactly where you want it. The suspension (McPherson struts in front and multi-link rear) is designed to keep the car snug to the road. This means passengers feel broken surfaces, expansion joints or weathered pavement. The Mini's ride is not velvety, but it is secure. Somehow even on the roughest road, one that sets passengers popping like corn in a hot skillet, the Mini holds its direction like a gyroscope. Drivers like that. And make no mistake: The Mini is a driver's car.

The brakes (vented front discs, solid rear discs) are equally impressive, proportionally balanced as they are. Hit them hard at speed and the car feels sucked to the earth and stops quickly. Mini comes standard with four-channel anti-lock brakes (ABS), Electronic Brake-force Distribution (EBD), and Corner Brake Control (CBC). EBD distributes front-to-rear brake forces for improved stability and shorter stopping distances. CBC evens braking forces side to side, important when braking in the middle of a corner (a driving faux pas). Optional Dynamic Stability Control (DSC) applies the brakes at individual wheels and reduces engine torque when it senses you're skidding or not traveling on your intended path.

The standard 115-horsepower 1.6-liter four-cylinder overhead-cam engine never feels deficient. It delivers plenty of power for most of us, but does not put your head against the backrest at launch. It has plenty of juice for charging around on-ramps and can rocket onto the freeway. It gets an EPA-estimated 28/37 mpg City/Highway.

Shifting feels good and smooth. For 2005, the Cooper gets an all-new Getrag five-speed manual transmission with revised gearing for better acceleration.

The same size engine in the Mini Cooper S produces 168 horsepower and 155 pound-feet of torque at 4000 rpm. Top speed is electronically limited to 135 mph. The S doesn't feel like a rocket off the line, but really comes into its own once it's rolling. The supercharger doesn't deliver the explosive thrust associated with turbocharged engines, but it accelerates hard, with thrilling performance when you nail it in the 30-60 mph range. The supercharged engine uses the same block, but features more cooling measures (an engine oil cooler and piston-cooling jets), lower-compression pistons (to reduce detonation), a special crank, special valves, and, of course, the roots-type blower. All this adds up to 40-percent more horsepower and torque and an EPA-estimated 24/33 mpg.

The S comes with a six-speed manual with revised gearing for improved acceleration. The pull from the supercharged engine means it doesn't shift as elegantly as the standard Cooper, but it's quite tractable and easy to shift around town at low speeds. Sixth is a tall gear, good for fuel economy. The six-speed is a high-performance Getrag gearbox with double-cone synchros.

The S rides firmer than the standard Cooper. It's fine for a driving enthusiast, but some may find it a bit stiff. You hear and feel tar strips. Some of that could be attributable to the run-flat tires. On a tight autocross circuit, the S feels quicker, more like a go-kart, though the standard Cooper is still a hoot.

The available CVT, or Continuously Variable automatic Transmission, drains the fun out of the Mini Cooper. The Mini's CVT doesn't seem suited to this car the way the superb CVTs are to the Audi A6 and Nissan Murano. You may get used to it, but it's unlikely you'll ever love it. It's not as responsive as a proper manual gearbox. It bogs when coming out of corners unless you give it a lot of gas. Stand on it and it holds 5500 rpm until you lift. If you can't shift a manual gearbox, we recommend looking for another car. OR learn to shift for yourself. The Mini is worth that.

For serious enthusiasts, the John Cooper Works (JCW) package is the E-ticket. For $4,500 plus about 10 hours installation time at your dealer, you drive home with a 200-horsepower engine under your hood. A Works Mini Cooper S cuts the 0-60 time to 6.5 seconds, but more importantly cuts the 50-75 mph time to 5.6 seconds from about 6.7 seconds for the Mini Cooper S. The Works kit includes a new cylinder head, supercharger and exhaust system. Best of all, it's fully warranted by dealers.

We drove a Works Mini for nearly 300 miles on narrow Irish roads, and were very impressed by its speed and tractability. The powerband is enormously wide, from 3500 rpm (acceleration is decent even at 3000) to redline at 7500, with peak torque increased to 177 pound-feet from the standard 155. The power was so good at any engine speed that we didn't need to shift the six-speed gearbox very much, and missed it. We suspect the Works kit will be a must for the flat-out Mini enthusiast driver, even if the final price tag approaches $30,000 and cuts into the value built into the standard car.

The 2005 Mini Cooper comes in two model designations: the 115-horsepower Mini Cooper and 168-horsepower Mini Cooper S. Either is available as a convertible. The hardtop Minis are four-seat, three-door hatchbacks, with front wheels driven by a transversely mounted 1.6-liter four-cylinder engine. All models come standard with a manual gearbox.

The Mini Cooper ($16,449) comes with a high level of equipment, including air conditioning, CD stereo with six speakers, power windows with auto-down, power locks, remote keyless entry, and a rear wiper all standard. A five-speed gearbox and 15-inch alloy wheels are standard. A Continuously Variable Transmission, or CVT ($1,300), is available for drivers who must have an automatic. The Sport Package ($1350) includes Dynamic Stability Control, a rear spoiler, fog lamps, sports seats, and 16-inch alloy wheels with run-flat performance tires.

The Mini Cooper S ($19,899) adds a supercharged version of the four-cylinder engine, a six-speed manual gearbox, stiffer front and rear anti-roll bars for flatter handling and 16-inch wheels. The Cooper S has exterior trim that distinguishes it from the base model. Inside, the S adds sport seats and a leather-wrapped steering wheel. No automatic is available.

The Mini Cooper Convertible ($20,950) and Cooper S Convertible ($24,400) are equipped similarly.

Like a favorite action-figure toy that needs more costumes and paraphernalia, the Minis have a long list of factory options and color combinations. The 2005 convertibles are available in a new Hot Orange (like spiced pumpkin pie) and Cool Blue. You can choose a roof that's either body-colored, black, or white, and you can add a roof decal, a checkered flag, a Union Jack, a Star Spangled Banner. You can finish your Mini with white or silver wheels. Mini customers can build their car online (at miniusa.com) with colors, options, and accessories.

Stand-alone options include automatic air conditioning ($300), a Harman Kardon stereo with eight speakers ($550), leather seats ($1300), xenon headlamps ($550), a navigation system ($1700), and Dynamic Stability Control ($500). Other options are grouped into packages: The Premium Package ($1350) includes sunroof, automatic air conditioning, on-board computer and cruise control. The Cold Weather Package ($570) includes heated seats, mirrors and windshield-washer jets, along with rain-sensing wipers and an auto-dimming rearview mirror.

There's also a dealer installed works kit that significantly improves performance and increases the price as much as $10,000 depending on specifics.

All Minis come with a luxury-class list of safety features, including anti-lock brakes with electronic brake force distribution, front and front side-impact airbags, curtain-style head-protection airbags for all passengers, a crash sensor that automatically unlocks the doors, seatbelt pretensioners and side-impact door beams. The Cooper S adds traction control. Both cars offer DSC electronic stability control ($500) as an option and New Car Test Drive recommends getting it.