Despite rain-slickened pavement and a co-driver who spends his weekends in various rally cars, the Mini Cooper S refused to budge off line. No oversteer, no understeer, just the sensation of a car connected to the proverbial rails. At least some of the credit must be given to the electronic wizardry contained within the Cooper S-standard ASC+T traction control and optional Dynamic Stability Control. Not only were these systems helpful in keeping us away from the ubiquitous rock walls which lined the roads, they were extremely transparent-I saw no flashing lights or heard any warning beeps. Even though the car was constantly helping us out, we never lost the impression that the driver was in control, not sensors, servos and silicon.
Affixed to its incredibly stout chassis (the stiffest in its class) lies architecture specially tuned to Cooper S specs. Up front, the MacPherson struts contain stiffer springs, there's a bigger front anti-roll bar, and steering is controlled by a mechanism comprised of a hydraulic pump driven by an electric motor. The idea is to reduce parasitic power losses by having the system operate independently of the engine, only building boost when the wheel is turned. And, to lend the car an even sportier disposition when negotiating corners, the steering rack's ratio is very tight-2.5 turns from lock-to-lock.
Additional S refinements include the use of equal-length axle shafts to prevent both torque steer when powering out of corners or away from a stoplight and nasty load-change effects on the steering wheel when driving fast on twisty roads. Our car was fitted with optional 17-in. S-Spoke wheels shod with 205/45ZR-17 run-flat tires. This setup leaves the Cooper S with formula car-like reflexes and unbelievable grip, yet it remains beautifully balanced and not at all twitchy. The S is one of those cars that makes everyone a better driver-well, at least it makes them think they're a better driver.
The brilliant multi-link rear suspension features a larger anti-roll bars and stiffer springs than the Mini Cooper. The arrangement is reminiscent of the BMW 3 Series, and it seems a minor miracle the crew at Mini squeezed so much technology into such a small space (and at such a price: the Cooper S goes for $19,850, three grand more than the 115-bhp Mini Cooper; option packages will push that well above $21,000). Unlike some powerful front-hookers, the Mini refuses to cock a rear leg under hard cornering. All four corners remain firmly planted and, combined with the chassis' equanimity, contribute to the Cooper S's formidable grip.
Dave Coleman (tech guru at sister pub Sport Compact Car) and I jumped into a Cooper S the instant we hit Portugal. We'd be leaving the country in a scant 12 hours, and there was much to do. Although new cars typically take a few hours to learn, the Cooper S felt like an old friend. The cockpit's ergonomics are near perfect despite the cutting-edge styling. The seats are hugely supportive (but the outboard armrests are useless as armrests). The Cooper S we drove was fitted with the optional navigation system, which resides in the center-dash location normally reserved for the speedometer. In this arrangement the instrumentation is relocated to a pod over the steering wheel, the lot adjusting along with the wheel.
After blasting onto what serves as Lisbon's autobahn, the Cooper S soon reached triple digits, where it felt remarkably well mannered. The low center of gravity, coupled with effective aerodynamics and a surprisingly long wheelbase, lent it a longitudinal stability not often found in cars this size. There was some wind noise near the A-pillars (this was at 100 mph, mind you) but road noise was otherwise well dampened.
In the mad dash for photos, we found a deserted stretch of beach-where Coleman proceeded to drive the car head first into deep sand. Although some iterations of the Mini were fabulous rally cars, the low-slung Cooper S prefers pavement-we spent the next few hours vainly trying to dig it out. Finally I met up with a bunch of inebriated Portuguese fisherman, who said they'd help but only if we drank with them. Dozens of trophies lined the walls of their shack-prizes won in drinking contests-and they brandished their Mateus bodas like weapons. We wisely took them up on their offer and began to sample Portugal's most famous wine.
An hour later we decided we were strong enough to lift the "little" Mini from its resting place and carry it to the road. No such luck. Weighing in at a beefy 2,700 lb, the Mini is a stout piece that packs in a lot of creature comfort and safety systems. There are no less than four airbags (and, in the case of the Cooper S, the optional Advanced Head Protection System). Throw in the navigation system, a Harmon/Kardon stereo with six speakers and a digital amp, yards of glass for superb visibility, leather-clad sport seats and electronically operated everything, and the weight adds up.