Road Test: Mini Cooper S Chilli Cabrio

Review by Samantha Stevens - 19/August/2009

The parents of identical twins can always distinguish one from the other, and they will inevitably try to convince everyone else that they are different; an almost imperceptible turn of the nose, a twist in an ear, a birthmark…

Mini and parent company BMW are similarly attempting to convince us that the new Cooper Cabrio is different. In fact, every single panel of the second-generation Mini is different. You just can’t tell ‘til they sit side by side, and even then, it needs to be pointed out.

So what has made people wait nearly two years for a new rag-top Mini?

After an abnormally lengthy gestation, the new R27 Cooper Cabrio has finally arrived with a similar skin, but underneath it is an updated heart, new set of lungs, a recalibrated brain…

A growling turbocharger replaces the whiny supercharger, and subsequent reductions in fuel consumption and carbon emissions, a raft of new interior enhancements and safety features and thankfully, a ripper S Chilli version, keeps the hard-earned reputation of the dynamic Mini in tact.

Even when topless.

Drive: 4/5

A convertible steps out of the box with the distinct dynamic disadvantage of having only half a head. A soft top can take the hard edge off handling and ride quality, while the extra room required for the folding roof and additional safety equipment can eat into boot space and rear seat room.

Yet there are some Cabrio models that excel despite these disadvantages and the Cooper S Cabrio is one of them.

While it lacks the structural integrity of the hard top, the Cabrio is remarkably close to its nimble brethren in handling and performance. Truly chuckable and composed when thrown, the Mini remains at or around the top of its class for dynamics (though, in comparison to the Golf GTI, Ford Focus or Renault Sport it’s far pricier) and the Cabrio only gives away the odd scuttle shake and vibration.

The firm ride can nag at the driver’s hands and backside on Australia’s sometimes sub-standard roads, but the compromise is rewarded through every corner as the city retreats in the rear-view mirror.

Finally, the Mini gives buyers the choice between a normal sports tyre or the firm run-flat tyre, so gambling with the possibility of a puncture can pay off with a more pliable ride. But the Gen-3 run-flat is again far better than the previous offering and doesn’t rattle the back teeth as you navigate potholed bitumen.

Ultimately, the ultra-stiff chassis and sports-tuned suspension with a space-eating multi-link rear are confidence-inspiring, agile and well worth the sacrifices of a cushy ride and three third-row seats.

Engine: 4/5

The new 128kW turbocharged 1.6-litre four-cylinder engine is a smooth, forceful unit, with a more mature air and accessible torque than the previous-gen’s supercharged donk.

Though only 3kW and 20Nm are gained, BMW’s variable valve management, direct fuel injection, and a twin-scroll turbo developed with Citroen/Peugeot allows a responsive pull from as low as 1600rpm in most of its six manual gears, allowing an easy across-town traverse or punchy corner exit.

A 20Nm overboost function on full throttle promises an extra kick when overtaking or moving out of a corner, but it’s hard to discern from the usual 240Nm and no doubt feeds the familiar tug of torque steer at the steering wheel; a subtle reminder that the driven wheels are on double-duty with steering as well as powerdown.

With only 1230kg to haul, the force-fed engine offers an impressive 80.1kW per litre, enabling the 0-100km sprint in 7.4 seconds and a 222km/h top speed.

In also consumes just 7.2 litres per 100km combined, and CO2 emissions have been reduced to 171g/km, a reduction of 20 percent (8.8L/100km) and 18 percent (211g/km) respectively.

It lacks the distinctive, intensive whine of the supercharger, and in some ways the rorty, more subtle turbo woof has robbed the Mini S of some character. But performance is hardly lacking, green cred is up and the wallet is heavier at the bowser.

Exterior: 3.5/5

Mini has followed the ain't broke/don’t fix it theory with the iconic retro-redone exterior, choosing to focus on updating the tech rather than lifting the face.

The Cabrio inherits all the technical and styling features of the current hardtop, including a slightly smilier face and body-fixed headlights (previously incorporated into the bonnet, and expensive to fix after a bingle).

The folding roof is a theatrical treat. One press of the windscreen-mounted roof button, and the soft top retracts rearward to a sunroof. Keep the button pressed, and the roof is completely stowed behind the rear rollover bars in 15 seconds and at speeds up to 30km/h.

The single piece chromed rollover bars are not just for show, charged like pistons to pop up in anticipation of a rollover in 150 milliseconds. The bars are also lower than the previous model, assisting rearward vision which is naturally obscured by the exposed folded roof.

Chilli specification adds sports-tuned suspension, 195/65 R16 rubber and lightweight alloy wheels, Chilli badges and some interior goods for an additional $3,600.

Interior: 3.5/5

Inside, Chilli spec adds sports seats, two-tone interior, climate-control air-con, and one of the most useless pieces of naff equipment – the ‘Always-Open’ air timer. 

A $300 option on the naturally-aspirated Cabrio, this gimmicky dial is placed next to the tacho and is quite distracting. Were the Mini not so modish in the first place, it would be better suited to a toddler’s trike.

This timer, with double dials for minutes and hours marked by a sweet roof-down cartoon, clocks up the amount of time the passengers spend in true cabrio fashion. It also obstructs one of the driver’s air vents. Good thing roofless driving allows a more forceful breeze.

Optional three-stage heated front seats ($490) are an absolute must for three of the four seasons, and the new automatic air conditioning courageously attempts to control the climate at your preferred setting even with the roof down.

Rag top cars will always suffer in the boot department, but this is a compromise owners have always been willing to make, and the rear row of seats inevitably become part of the storage solution.

However, the Mini makes the most of it with a straight-through storage area, offering 660 litres (up 55 litres) with the rear seats down. They also fold flat, despite the absence of a cantilevered base. Five additional litres have been found in the R27’s boot: 170L with roof up; 125L down.

It also retains its ‘shopping chute’ boot, which folds from the bottom to allow smaller bags to be quickly stowed with roof on or off, as are the retro switchgear and old-school instrumentation.

Overall: 4/5

The Cabrio S Chilli is big fun and flexibility in a tight, small package – but it’ll cost you.

The standard nat-atmo Cabrio kicks off at $39,800, and it costs almost $10K for the turbo S engine and features. Add the $3600 for Chilli specification to the $48,000 already paid, along with the typical raft of extra accessories that Mini owners tend to happily pay for, and you have a car similar in price to our near-$60K test model.

The Cabrio represents around 25 percent of the range’s sales, and a large majority of those sales are the top-spec S Chilli model, so price appears to be no option for its loyal demographic.

Image is not only everything, but priceless – particularly when exposed, topless, in the Cooper S.