MINI Paceman - Amazing but Be Careful With It

MINI has been a bit hit since its revival under the direction of owners BMW. The little retro hardtop, which arrived in the U.S. for the 2002 model year, pretty much created the premium small car segment here. Since then, the brand has expanded its range to a multiplicity of choices, the most recent being the Paceman.

This new three-door hatchback is based on the Countryman four-door small crossover SUV, which is a slightly larger-bodied car built in a different plant, in Graz, Austria, that supplements the regular MINI line. Other MINIs are built in England as they have been since the original microscopic hatchback that debuted in1959.

The Paceman drops two doors, and some practicality, as a sacrifice to style, although it does retain that handy hatchback. That rear door opens when you press and open up the MINI logo on the tailgate, in the same way the VW Beetle has done since its revival in 1998.

As a longtime MINI enthusiast, I've watched MINIs grow and proliferate, and have tested some of them along the way, including a plain hardtop last July. I hungered for my time in a Paceman, and finally got the opportunity for a week with a Starlight Blue example. I was very excited, and I snapped a photo of it as soon as the car arrived to use as my iPhone lock screen photo, to keep the beloved car near me (that's the photo I used here). However, my week with the car was not sheer bliss, as fine as the car is.

For one thing, despite its familiar MINI design cues, the car is significantly larger than the hardtop. It's 5.4 inches longer, 5.5 inches higher, and 4 inches wider, on a 5.1-inch larger wheelbase. Most telling, it weighs 400 pounds more, too. So, you can't expect as nimble handling as the original hatchback, and using the same engines, performance will not be as thrilling.

My tester had the turbocharged engine, as a Cooper S, so there were 181 horses on tap. My tester also had an automatic transmission, which, while working quickly and efficiently, was not the same as a clutch and manual, even with the steering-wheel-mounted paddles. These paddles, by the way, allowed up and down shifting on each side, rather than splitting it left/right. I think the 121-horsepower standard engine might be a bit overworked in this 2,940-pound vehicle.

The EPA gives the Paceman with turbo engine and automatic a rating of 23 City, 30 Highway, or 26 mpg overall. I averaged 25.2 mpg, which is about as close as I've gotten to the EPA's numbers recently. The green scores are 5 for Smog and 7 for Greenhouse Gas, or better than average, but not as good as the hardtop, which also boasts 6 for Smog and 8 for Greenhouse Gas, along with 29 City, 37 Highway, 32 Combined fuel economy with a manual.

I wasn't disappointed with the performance, certainly, as the flat cornering, quick steering and feeling of quickness and control were all there. I did find that there were a few annoyances, however, that surprised. me. For one thing, with its upright windshield, the normal sunvisor would cover just a fraction of the side window, so MINI supplies a special left side visor, which replaces the grab handle. However, the visor folds down and covers only about an extra inch or two of window. My face got baked on my morning and  afternoon commutes, and there was nothing I could do about it. I designed an extendible visor in my mind, and if I owned the car, would look into something like that.

Also bothersome is that I was unable to get the rear seats to fold flat. I used the car to take my bass to rehearsal, and it fit in there just fine, but if I were sliding boxes in it would be disappointing. I didn't see any way to make them fold flat, even consulting the owner's manual.

The MINI interiors are fanciful, fun to look at, seemingly well made, but sometimes frustrating to use. I do enjoy using the toggle buttons for things like the lights and sunroof, but in noticed that this car actually had door-mounted window switches--the first MINI I recall with them. However, the playful, Disney-inspired cockpit puts lots of tiny buttons low on the center panel, which makes you take your eyes off the road to use them.

There's a little joy stick controller in the floor-mounted center console for operating the dash-mounted information panel, and with some practice, I was able to do things like select radio stations or make climate control adjustments without looking. Funny that the huge 8-inch-diameter center-mounted speedometer, to accommodate this info panel, floats it awkwardly in the center of the gauge, making me think of "round peg, square hole." This may be addressed in the next generation cars.

I wished every road was a curving back road when I had this car. My time out there was bliss, and the car really shone. In commute traffic, being taller and bigger than a MINI hardtop gave the Paceman more comfort and road presence, so that was good, too. Flip the Sport button and the steering tightens up, the shifts are delayed, and you feel even more like you're piloting a sports car.

Another issue: I slammed my hand in the door one night, mysteriously. I later figured out that the door fools you. The window and interior panels are one size, but the door cut from the outside arcs around several inches, with a wide swath of two metal panels only. It tricked me. While entirely unnecessary and kind of phony, this door cut gives the right roundy, friendly MINI look -- but beware.

MINI's philosophy includes being "different" and it certainly is in so many ways. One feature is the ability to customize your car more widely than most other vehicles. Not only can you add things, but you can choose between options at no additional cost. So, besides picking between engines, transmissions, two- or all-wheel Drive and interior and exterior colors, you can choose different seat fabrics, order contrasting or body-color mirrors and roof, put the Union Jack on your mirrors, add chrome trim inside and/or outside, and even change the color of your turn signal lenses (see below).

My test car is a great example of what happens when you check a lot of boxes on the order sheet, and it's reflected in what would become my final complaint -- the price. As equipped, my MINI Paceman came to $39,800. How did it get to that astounding figure?

The base price of a Paceman is $24,000, including shipping. That seems pretty reasonable, especially with the smaller hardtop starting at $20,400. If you want the turbo S model, make that $27,800. Adding all-wheel drive pushes it to $29,300.

Yes, that leaves another $10,500, and here's how it adds up:

• Starlight Blue paint                       $   500
• Leather interior                               1,500
• Cold Weather Package                      750
• Navigation system/Bluetooth        1,500
• Premium Package 2 (sunroof)      1,250
• 19" alloy wheels                             1,750
• Keyless entry                                     500
• Xenon headlamps                               500
• Satellite Radio/1 year sub.                250
• Harmon/Kardon premium sound      750
• White turn signal lenses                    100

There it is -- the $40,000 MINI Paceman.

My feelings about the car varied over the test week. It's so fun to drive, interesting to look at (with the latest MINI design cues, sure to proliferate into the new 2015 hardtop), and filled with interconnectivity and information. I really like the big P A C E M A N letters across the tail. I enjoy the feeling of being in a MINI on the road. But for $40,000, can't you buy a real BMW?

My Paceman (I'd still consider buying one, despite my affection for the smaller Clubman) would include the turbo engine (S level), Satellite Radio (a virtual necessity for commuters) and possibly the Navigation/Bluetooth. I'd skip the all-wheel drive. With those features only, I might be looking at a $30,000 MINI, which is much more like it. I really liked my tester's Starlight Blue paint, too, but Chili Red and Light White come without the $500 premium.

MINI is successful, and growing, and there's much fun to be had, but try to restrain yourself when you peruse the option list, and be careful when you close the door.

MINI Cooper - For the Pure Fun of Driving

Today, I found myself driving behind a tiny black hatchback with the license plate, "REAL MNI." Yes, it was a tiny original Mini, with left-hand drive. It could have been 50 years old or 15, but it was not one of the new MINIs, which debuted in the U.S. for the 2002 model year, and which I have loved since their arrival.

The MINI experience, even in the new, larger, owned-by-BMW form, is about fun. But it's also about practicality and economy. The original cars really were tiny but today's car can fit four adults comfortably, carry an upright bass (if you leave two of those adults at home). I loaded in a week's worth of groceries with no trouble. And, with its 1.6-liter, four-cylinder engine, it gives top fuel economy numbers.

I recently got my hands on a Chili Red MINI Cooper Hardtop. It's the familiar shape that has become a driver's dream in America. I think that Chili Red was available on the 2002, but I'm not sure. In any case, the MINI line has grown over the years, to include first a convertible, then the Clubman wagon, then the Countryman larger five-door (with four-wheel drive available). Then, we got a pair of cute two-seaters--a coupe and a roadster. Now, the Paceman, a beautiful, three-door hatchback version of the Countryman, has just arrived.

That means it's time for the Hardtop that started it all to get a redesign. The current model looks a lot like the original "new" MINI of 2002, but hasn't seen any significant changes for at least six years. It seems like a perfect time, then, to savor a 2013.

The shape is still perfect, with big, round "eyes" up front. As before, the headlights themselves are only a small part of that clear plastic oval. The traditional MINI grille makes the face spunky and ready for action. The windshield sits more upright than in any car sold today, and that means a lot of air between your head and the glass--making the small interior feel larger.

That upright window up front also means that normal sunvisors would be virtually worthless, so MINI gives the driver his or her own side visor, which folds down separately or in combination with the front visor to effectively block rays. The front passenger, without motoring responsibilities, gets a folding hand grip instead.

The interior, redone several years ago, features a large central speedometer, harking back to the original Mini, which used central instrumentation to keep assembly of a car meant for drivers on both sides of the road simple. The interior has been called cartoony and is not the absolutely most practical ever devised, but it is fun to look at and everything does work fine. The audio sits within the large central circle, and the buttons are a bit small to find while at speed, although there are some redundant buttons on the steering wheel. I like the sets of toggle switches, on the dash and on the ceiling, that, to stay legal, have loops of metal next to them protecting the unwary from injuring themselves.

Front and center in front of the driver is a tachometer, which in its center has a digital speed readout, so there's no excuse for speeding (except that it's just plain fun to do it). The three-spoke leather-wrapped wheel is a fine thing to grab while zipping along the scenic backroads that seem to make MINIs come to life. There is also a Sport button on the console, which, thanks to electronics, alters the steering and throttle for quicker reflexes when you need them.

Regarding speeding, it's less of a problem with the Cooper's standard 1.6-liter,121-horsepower inline four than it is with the turbocharged engine in the Cooper S. That model, with its 181 horsepower, is much quicker off the line, but in all honesty, the 121 horsepower, especially through the Getrag manual six-speed, with the big chrome ball shift knob, is fun to work through its paces, and delivers slightly better fuel economy (and costs less, too).

The EPA rates the MINI Cooper Hardtop with the standard 1.6-liter four at 32 Combined (29 City, 37 Highway). I got 32.5. The turbocharged Cooper S loses 2-3 miles per gallon for its extra achievement.

My tester was really pretty basic. The interior was mostly black, but didn't feel plain. I remember earlier cars had more silvery plastic trim. The standard car starts at $19,700 these days, plus $700 delivery charges. My tester had only the Sport Package on top of that, which  at $1,250, contributes 16-inch alloy wheels, sport seats, a rear spoiler, and dynamic traction control, which uses more of those electronics to keep you safe while you're rat racing. Bottom line? $21,650.

However, that includes a ton of standard features, including a decent CD audio system with Bluetooth and a USB port, remote keyless entry, power windows with one-touch down and up, and there's even  a three-year, 36,000-mile $0 Maintenance Program. Yep, no charge for oil service, belts, inspections, wiper blades, and brake disks, pads or fluid.

This 2013 MINI did not disappoint. It just feels good to step into a MINI. It feels close, but not claustrophobic. It feels like a party. And from the moment you slide in the flying-saucer key and push the start button, it's game on. The sound is sporty without being showy, the steering delivers plenty of feel (thanks to its BMW ancestry) and that shifter delivers the goods. I like being seen in a MINI because it feels like home.

There are other small cars out there. Some of them are even hatchbacks now, but the MINI experience is simply different and unique.The Coopers are built in Oxford, United Kingdom, so they are British, but they have a French Engine and a German transmission for an international flavor. It's the taste of European fun, on a budget.

You can customize your MINI Cooper in countless ways well  beyond model and color. There are different seat designs, wheel styles, door panels, trim patterns, and some of the choices are not just add-ons--they're alternatives. Have as much or as little as you want. And you can do all this choosing at MINI's amusing and informative website.

It's easy to feel good driving a MINI for environmental reasons. It gets a solid 8 out of 10 for Greenhouse Gas and a decent 5 for the Smog score. It's not as clean as a hybrid, but it doesn't drive like one, either. MINI fans all over the world know exactly what that means.

Land Rover LR4 - Be Careful How You Use It

It's a rare treat to test a Land Rover. Designed to tackle the challenges of driving off the pavement and also to look sharp at the country club, these upscale British vehicles have a long history and a special panache.

At the top of the lineup, the Range Rover is king. But a little smaller and easier to manage--both to drive and to finance--is the Land Rover LR4.

You can tell it's a Land Rover, from the bold upright textured grille to the tall rear windows to the side scoop in front of the front doors to the name across the rear asymmetrical tailgate. And inside, it's a special experience too, with rich leather, handsome metallic trim and a killer sound system--as well as highly sophisticated offroad driving technology.

The LR4 is a polished beast. Despite its medium-size SUV appearance, it weighs 5,659 pounds. This gives it a real sense of owning the road (it's pressed down onto the tarmac pretty forcefully). Lucky for its pilot, though, the LR4 comes with a mighty 5.0-liter V8 that churns out 375 horsepower and an equal amount of lb.-ft. of torque. That's good for about a 7.5-second zero to sixty time -- if you feel like driving it quickly.

Of course, you do pay at the pump, and I eked out just14.7 miles per gallon over my test week. The EPA gives the car ratings of 12 City, 17 Highway. The environmental scores are mixed: the Air Pollution score of 6 is surprisingly good, but the Greenhouse Gas score of 1 is the lowest I've seen on a test car.

Inside the car, all is padded, top-quality, and looks like it can withstand any rigors you toss at it. There is a triple sunroof overhead, two gloveboxes, and room for seven folks with all the seats up. I found that with the rear seats folded flat, the 40/20/40 second row made carrying long slender loads easy--even with four passengers. The bass fit in easily--and with the luxurious carpet and low cargo floor, it was a snap.

The front seats themselves are worthy of any posh club or your living room. The leather is old world--soft and supple--and the cabin feels friendly and familiar. I thought the wood trim on the front console looked like it was not originally from a tree, but the doors are lovely to see. 

The audio and video in the car was top-of-the-market. Enjoy the 380-watt harmon/kardon system with its 11 speakers or step up to the The 825-watt Logic7 system with its 17 speakers! Rear riders get twin screens on the two front seatbacks and cordless headphones to watch whatever their hearts desire. The DVD changer is up front. You can connect your game console to take the fun on the road, too. "Are we there yet? Who cares?"

I'm not sure many happy owners take their beautiful four-wheel-drive baby offroad but if they do, there are many ways to tackle it. The fully integrated Terrain Response system lets you move a dial on the center console to select from five different settings, each represented by an icon:

• General Driving - Where I kept it for my test week
• Grass/Gravel/Snow - For when you're worried about your wheels slipping
• Sand - Sand Launch Control makes it easy to start out without getting bogged down
• Mud and ruts - Bad dirt roads become something easy here
• Rock Crawl - It applies low level brake pressure when you're maneuvering around on rocks in first or reverse at low speed

You also get Hill Descent Control, which keeps you from rolling too quickly when going downhill. I tried this years ago at an event and it's amazing--and works all by itself. Gradient Release Control also pitches in when going steeply downhill, supplementing braking even when you're not pushing on the pedal. Even more - Gradient Acceleration Control works on the brakes to keep them pumped up and ready for anything. I'm not sure I understand exactly why there are so many different bits of technology at work, but it is a thing of wonder. And it won't make a bit of difference if you just go back and forth with your LR4 on the interstate.

What goes down must sometimes go up. For that, there's Hill Start Assist, which keeps you from moving backwards when you're climbing a hill and move your foot from the brake to the accelerator. Nice when driving in San Francisco.

The remarkable Surround Camera System gives you a near 360-degree view around the car, thanks to five digital cameras. Yes, you get special features in a car like this.

Pricing? If you've been shopping Range Rovers, this will seem like a bargain. The "standard" LR4 begins at $49,950, including shipping. The HSE model, like my tester, comes to $54,175.

The feeling of driving a car like this is intoxicating, but may lead to bad behavior if you don't control yourself. The high, royal driving position, along with the sports car engine power, led me, in a fit of impatience, to change lanes and cut someone off. I knew I could make it, but the man was not amused and followed me home to tell me so. He was right, and I apologized. With great power comes great responsibility, right? If you buy one of these, be careful how you use it.