PACKING A PUNCH
Most extreme road-going Mini benefits from 306hp, a strict diet and an eye-catching bodykit
So, here it is: two and a half years after we first saw that extreme concept car at the Frankfurt motor show, the new Mini John Cooper Works GP has finally arrived. You know what they say about the kind of things that come to those who wait.
Like its distinguished predecessors, the GP will be produced in a limited run of just 3,000 examples worldwide, of which 575 are reserved for the UK (and 30 for Thailand).
The GP runs the same 306hp petrolturbo engine as the larger and heavier Clubman and Countryman JCW All4 — the B48, as it’s known internally within the BMW Group. Although it retains front-wheel drive, the GP is sold exclusively with an automatic gearbox. This seems an odd move, given its positioning as a road-and-track car.
However, Mini says the ZF-produced eight-speed unit, with its unique, centre console-mounted gear selector and steering wheel-mounted shift paddles, is key to providing the GP with the sort of performance to challenge rivals such as the Renault Megane RS 300 Trophy and Honda Civic Type R.
Like its predecessor, the GP is a pure two-seater. While the front of the cabin is little changed from the JCW, apart from the inclusion of a digital instrument display and new trims, the rear bench has been removed in the interest of weight-saving and body-stiffening. A transverse brace is added behind the front seats, although this is simply to stop luggage sliding forward and plays no part in improving rigidity.
Hitting the starter button unleashes a rich blare of exhaust noise fully befitting of the GP’s track-bred character. On the move, where it emits the odd crackle on a lifted throttle and during downshifts, the acoustic qualities are clearly more expressive and immediate than in other Minis, thanks partly to the adoption of a new stainless steel exhaust system featuring unique ducting and purposeful-looking, 90mm-diameter tailpipes.
There’s no arguing with the effectiveness of the engine in motivating the GP’s relatively low kerb weight of 1,255kg. There’s a hint of low-end lag, but keep it percolating above 2,000rpm and it remains engagingly responsive and nicely linear in terms of delivery, with plenty of torque-driven urge and tempting smoothness through the mid-range.
There could be too much torque for the mechanical differential lock and dynamic stability control (DSC) system to properly cope with on occasion, in fact. The result, when accelerating hard, is some moderate corruption of the steering as the GP struggles to fully place its reserves to the road in lower gears.
This aside, the performance feels every bit as strong, if not stronger, as that indicated by Mini’s claimed 0-100kph time of 5.2sec. The engine remains willing, with a fittingly muscular character to the 6,800rpm cut-out, while the gearbox performs wonderfully crisp and rapid shifts on a loaded throttle in manual mode.
There’s no need to bother scrolling through different driving modes to tickle the best out of it, either: the uberMini is programmed for Sport only.
It doesn’t take too long to discover that the GP operates on an altogether higher performance plane than any previous production Mini. At all points, it feels faster, more urgent and generally a good deal more fervent than even the JCW.
Happily, these traits also apply to the handling, which if anything is even more impressive than the sheer speed generated by the new engine. There’s a terrifically agile feel to the GP, and it’s never less than incisive across a winding back road.
The basis for this is a series of stiffening measures incorporated within the body structure, including a new engine mount, a beefed-up front tower strut brace and, most notably, a sturdy rectangular support for the rear suspension. The GP also runs its own unique camber rates, beefed-up anti-roll bars and, with unique 18in wheels featuring greater offset than those of the JCW, suitably wide tracks.
On top of this, Mini has lowered the ride height by 10mm over the JCW, bringing a lower centre of gravity and even greater visual aggressiveness to the stance.
It’s the immediacy of the steering that initially shines through. Turn the wheel and it delivers great on-centre response. The hefty weighting of the speed-sensitive electromechanical system can be a little disconcerting at first, but it becomes a welcome attribute once you’re dialled in, particularly at speed, where it compensates for a lack of proper road feel. It really is nicely judged, giving the GP a keenness in directional changes that’s clearly beyond that of the JCW.
On an extended autobahn outside Munich, we briefly saw 250kph, at which the GP felt superbly planted and full of intent. Mini says it can hit 263kph when given more room to roam, making it the brand’s fastest model yet.
The compromise in achieving all this manifests itself in the quality of the ride — although not by as much as you might expect. There’s a general firmness to the suspension, but it’s not totally devoid of compliance.
Of course, there’s more to the new GP than its sheer speed and sweet handling. This car unapologetically signals its track-bred intent with the most radical bodykit and arguably toughest stance ever applied to a roadgoing Mini. The visual purpose apparent in the original concept remains very much ingrained in the function-led exterior.
The visual differentiation over the standard JCW is quite extreme and instantly signals the added performance potential. It starts at the front, with a deeper front bumper that houses larger cooling ducts and a more pronounced splitter element.
Further back, there are blade-like front wheel arch extensions that carry the car’s individual build number.
The biggest visual difference, though, is the GP’s enormous rear wing. It looks as though it has been stolen straight off a race car and, along with subtle lip spoilers, helps contribute to providing added downforce at speed. There’s also a subtly altered rear valance within the rear bumper, which houses centrally mounted twin tailpipes.
The GP is now even faster and remorseless in handling ability than ever before. It’s wonderfully focused and manages to involve you to a high degree in the right conditions.
However, despite its obvious competency, the decision to make it available with an automatic gearbox only appears misguided. As hardcore as it is in many areas, it doesn’t quite feel like the full raging race car for the road that Mini would have us believe it is.