MINI COOPER CLUBMAN:
Motoring grown up, not old
Living small is a lifestyle choice you understand or just don’t get. Little houses, small portions and living within our means today can all seem so un-American.
But the Germany–infused British-stalwart brand of Mini is a counter statement and a backbone of doing more with less. Its line of small cars are cultural icons and teacups of transportation in a land of big gulps.
But the brand motors on, infusing one pilgrim at a time. While its cars are subcompact they have grown in dimensions for realistic use in this land of plenty big.
One of the larger models is the Mini Cooper Clubman, a handy five-seater for families or trendsetters. This little wagon has a roomy interior capable of adult comfort and function.
There was a push last year to infuse the entire Mini lineup with more “premium” materials — and it shows. There is a sturdiness to the interior elements and pleasing refinement to the appearance of plastics, contrasting hues and the contemporary style of metallic trim. At the same time, it seems overkill for a brand that prides itself on motoring mischief, but Mini calls the luxury treatment “Motoring Grown Up.”
The 2017 Clubman is sold in front- or All4 all-wheel drive models with base and S power choices. And all Minis have free scheduled maintenance for three years or 36,000 miles (while the basic warranty coverage goes for four years or 50,000-miles).
Base model starting prices are $24,950 and $26,750 for All4, including the $850 freight charge from Oxford, England. The engine is a 134-horsepower, 1.5-liter turbocharged and direct-injected three-cylinFour-wheel der with 162 foot-pounds of torque from 1,250 rpm. It has fuel economy ratings of 25 mpg city, 24 highway and 28 mpg combined on premium fuel. With the eight-speed automatic ($1,500), I was averaging a solid 30.3 mpg and enjoying the Mini mantra of fun.
The Clubman S is $28,500 or $30,300 All4. A plethora of personalization accessories and packages can push the final price to neverland.
The Cooper S gets the “big” motor — a 189-hp, turbocharged and direct-injection 2.0-liter four-cylinder with 207 foot-pounds of torque from 1,250 rpm. It has mileage ratings of 22/32/26 mpg on premium with the standard six-speed manual. The six-speed manual moves through the gears with wellmachined accuracy. The clutch is light and a hill-holder assures stress-free launches.
There’s also a John Cooper Works Clubman All4 with a twin-turbocharged 228-hp version of the 2.0-liter four-cylinder. It is in a class above the standard Clubman with pricing that starts at $36,450. It can get to 60 mph in 6 seconds, which compares to 6.9 for the Cooper S or 8.9 seconds for the base engine.
I’ve tested a Clubman S with six-speed manual transmission ($37,000 with extras) and the standard Clubman with eight-speed automatic ($31,750) with extras. For my money, the standard Clubman was sweet and sustainable without pretense.
The Clubman is now longer and wider than any other Mini and it feels it inside. The cabin is very well soundproofed but with some runflat tire noise at Interstate speeds. disc brakes have plenty of grip to manage the 3,100- to 3,300-pound curb weights (front- or all-wheel drive).
Mini maximizes interior space and manages 39 inches of front headroom with a moonroof or 40.2 inches without; that’s taller than in many midsize sedans. There are clever and useful storage and stash areas throughout. The door storage pockets can hold a quart-size drink bottle; the owner’s manual actually fits in the glove box (nonlocking) with room to spare; and the center armrest has two levels of storage.
There is a charging cubby with a 12-volt, aux-in and a USB port just ahead of the shift console and dual cup holders. And there is that one-of-a-kind driver’s sunvisor above the side window. (But wouldn’t a simple sliding visor be cheaper and more effective?) Another cool Mini feature are toggle switches for various controls, including the ignition switch.
The wagon barn doors are different, too, and don’t really hurt the driver’s rear view, which is already narrowed by the three rear headrests; the rearview camera (in the large center circle) is key to clarity. The leatherette seats with perforated centers in the standard model would be my pick over the $1,500 leather option. Leatherette looks look like the real thing and also has tidy stitching and a tender touch. Both front seats are manually height adjustable. The seatbelt anchor is not height adjustable and cut awkwardly across my neck, but I’m short.
Back seat comfort is good (with a padded fold-down armrest with cup holders) but legroom is tight and the slim center position is a mere suggestion, compromised by a tall center exhaust-driveshaft tunnel. But there is a head restraint, which makes it OK for three across on the school commute.