BMW is a big fan of giving it’s vehicles a mid-cycle refresh, making small changes and upgrades to improve comfort, performance and the car’s aesthetic.
The second generation BMW Mini Clubman came out in 2015, which means that it’s long overdue for a refresh — and BMW finally delivered. Let’s take a closer look at this fantastic new Clubman and see what’s changed and what has stayed the same.
The Original 2nd Gen Clubman
The
second generation Clubman hit highways in 2015 — while it’s not as sleek as the
Cooper S that starred in The Italian Job in 2003, it’s nothing to shake your
head at. Larger than the cooper, this 5-seater has three engine
options —
1.5L 3-cylinder, and two 2.0L turbocharged 4 cylinders — all of which can be
paired with either a 6-speed manual or 8-speed automatic trans.
With
three tire-size options, depending on the Clubman model you choose, there was
easily something for everyone, whether you are using this compact little sedan
to haul cargo or kids. It comes with all-wheel drive too, making it an ideal
daily driver, regardless of the weather conditions.
What
did BMW change with this latest mid-cycle refresh?
What’s Changed?
If
three engine choices isn’t enough for you, BMW has delivered. The refreshed
Clubman will have six options to choose from — three gasoline and three diesel.
You still have the option to choose a six-speed manual transmission, but the
eight-speed automatic swapped out for a
seven-speed
DCT gearbox. That’s it for the drive train changes through. Most of the changes
are on the
exterior of
the vehicle, not under the hood.
The
front end has received a rework, polishing some of the rough edges of the Gen 2
Clubman and redesigning the radiator grill. All of the traditional lamps —
head, tail and fog lights — have been replaced with LEDs as standard equipment,
and you can even opt to have a Union Jack design added to your tail lights.
The
upgraded suspension lowers the Clubman’s by 10 millimeters and BMW traded in
the aluminium wheels for light alloy alternatives. This refresh also adds new
interior and exterior colors, including Piano Black for the exterior and
leather trim and interior upgrades.
The
stock infotainment system includes a six-speaker audio system, USB port and
hands-free telephone addons when you hook up your phone via USB. The car is
also equipped with a SIM card, so you’re constantly connected in the event of
an accident. The onboard computer can even automatically detect your location and
how severe an accident is
An Upgrade Well Deserved
It’s been four years since the second generation Clubman started rolling off the assembly lines, which means that it was long overdue for an upgrade. Most of the changes are limited to the car’s exterior and interior, but that doesn’t make this refresh any less exciting.
These new Clubman models are on sale in the UK now, so if you’ve been dreaming of adding a new car to your collection, now is the perfect time to sign on that dotted line and bring home a newly refreshed BMW Clubman.
Miniature
sales numbers could soon force Minis, which currently have their own
dealerships, to share space with BMWs.
The
Mini marque, which is owned by BMW, has had stand-alone Mini stores since 2008
as part of its efforts to maintain a unique, independent image. Today, there
are 127 Mini stores. Mini dealerships, though,
appear to be struggling to sustain this independent dealership model due to
lower-than-expected sales numbers.
Mini
projected it would have 100,000 in annual
sales by 2017,
but it hasn’t yet topped 66,500, a number it reached in 2013. The brand’s sales
decreased by 10 percent in 2017, and through the first 10 months of 2018, Mini
sold only 37,359 cars.
This
has led some Mini dealers to request an integration with nearby BMW dealerships
to reduce overhead costs and increase efficiency. Sharing costs associated with
real estate and operations could help the brand stay afloat.
“We
want to focus on dealer profitability so that they are properly represented in
the marketplace,” Thomas Felbermair, vice president of Mini Region
Americas, told Automotive
News.
BMW
and Mini, however, want to ensure brand differentiation should the two merge
dealerships. To accomplish this, they’re considering creating separate Mini
showrooms at BMW dealership locations. Dedicated Mini salespeople and service
workers would staff these showrooms. Mini is also working with some dealers to
reduce their requirements for showroom space to facilitate the move.
Mini has also indicated that it’s exploring other ways to support dealerships that would remain independent.
Challenges Facing Mini
The
sales slump is the primary challenge facing Mini, but another issue is the lack
of new product. Mini introduced the redesigned
Countryman
in spring 2017 and a plug-in hybrid variant later that year. A full-electric
model is expected to arrive next year, but some Mini dealers have expressed
worries that there isn’t enough new product on the horizon to keep customers
interested.
“We’re
in a development phase,” Felbermair said. “There’s a number of longer
range projects that you will see come to fruition.”
Some
dealers have also expressed concerns about a lack of consumer awareness caused
by inadequate marketing funds.
Perhaps the biggest threat, though, is the fact that the company hasn’t been able to convince Americans to buy premium small cars. The U.S. market for SUVs and light trucks is strong, but that of premium compact cars continues to struggle. Mini also hasn’t been able to attract the young drivers it originally that would be its core audience.
“As
a dealer and a manufacturer you have a vision of where the brand is going, and
you have to prepare for it,” Jason Willis, a member of the Mini National
Dealer Council, told Automotive
News.
“In this case, the vision now isn’t what it was when some of these stores
were built.”
However,
BMW and Mini still have hope that things will turn around. The marque is going
through a bit of a rough patch that’s left it unable to maintain its
independent dealership model. Although the company hasn’t made a final decision
yet, reducing costs by moving in with BMW dealers may help Mini hold on until
conditions improve.
“We’re confident we can put our street tire on an open-wheel race car,” said Scott Jamieson, director of product management
So, I got to drive the new Cooper Tire RS3-G1 on the street (See Cooper Tire RS3-G1 Part 1: BMW 528i in Florida). It was pretty good. The next test for the new rubber was to show what it does on the track. Luckily for us, Palm Beach International Raceway is only a short distance inland. PBIR also features the Lucas Oil School of Racing, headed by chief instructor Randy Buck, who would be giving us instruction today along with his team of instructors and racers, Gerardo Bonilla, Jonatan Jorge, and upcoming IndyCar star RC Enerson. Cooper also brought in Indy Lights race winner and test driver Ryan Hampton, well as Johnny Unser (yes, one of those Unser’s) of IndyCar and CART fame.
The cars being used were GR11’s, built by Ray Formula Cars. The design is very akin to a classic Formula Ford racer, which gives off an immediate retro cool. Right behind the driver is a 2.0 liter four-cylinder from Elite Engines making around 140 BHP, but in a package weighing just a hair over 1,000 pounds. That makes for a better power-to-weight ratio than an M4…
And of course, the tires. They would be wearing the same Cooper G1’s we had driven yesterday on the street. Yes, that’s right, we are using all-season street tires on a racing car, as a testament to the performance credentials of this new shoe. “We’re confident we can put our street tire on an open-wheel race car,” said Scott Jamieson, director of product management. And they’re only dinky 205/55 16 incher’s too! This should be interesting. Cooper does have real racing pedigree as well, supplying tires for and sponsoring the Mazda Road to Indy, three series of open-wheel racing that lead up to the Verizon IndyCar Series.
Now to the track…
We first started with some basic instruction and early, slow lapping sessions to get accustomed to the cars. For example, I found out I wasn’t using even half of the braking potential and was too busy with the wheel on corner entry. Eventually we were given more freedom and let loose for some open lapping in the afternoon. And the first impressions? Lots of initial grip with a responsive turn in. But once speed (confidence and courage) is built up in the corners, you can feel them start slipping, but in a most progressive manner. The GR11’s natural balance is overt oversteer, requiring lots of quick steering inputs (a dab of ‘oppo) to keep going in the right direction. Never once though did I feel like I was about to lose the car.
Trail braking is a must to help settle the machine, whilst also prompting the rear to rotate to the apex. Gradually apply the throttle on the way out and rear steps out ever so slightly in a few corners. Acceleration was brisk with quick, somewhat jolting gear changes from the sequential box, but that only added to the drama in a good way. There is a clutch pedal for getting underway, but after that it’s not needed. A slight lift on upshifts is necessary to help smooth them out and prolong the life of the internals. Software is present as well for blipping on downshifts, also sounding very nice to the ears. The four cylinder made all the right noises too, being a loud, brash mechanical wail, nothing like the cheap aftermarket muffler on your neighborhood lowered Civic.
Curious though was the lack of tire squeal even when sliding around, but the feedback through both the wheel and through the seat was good enough to let me know what exuberances the car was up to. Braking performance was superb too, suffering only one quick lockup. But the best aspect was the consistent performance throughout the day, as the tires did not suffer any degradation of any kind. Inspecting the rubber after lapping, they looked as good as new. Cooper also is boastful about the amount of rubber packed into the shoulder of the tire. This benefit becomes clear as the tire deforms less under hard lateral load, becoming more forgiving and predictable. When it does, there’s still a large viable, square contact patch.
Overall, just what a terrific day. And boy are these cars a workout to drive. All the controls are heavy without any power assistance and the lateral forces do beat you up. I’ve never had such respect for a racing driver’s fitness before. I can’t imagine the physical stress one’s body goes through when driving an LMP1 car at 3G’s in a corner… I was walking a bit like Richard III the next day.
Now, the Cooper Tire RS3-G1 then. I can safely say they performed better than my old set of Kuhmo UHP all-seasons would have on the track. Yes, there was a lot of movement through the chassis, but I think that was more down to the balance and inherent characteristics of the car itself rather than the tires. A testament to the tires though for how easy and fun it was controlling and wrangling it around corners. I always had a fear that a car like this would be dead; you simply steer and pin the throttle and let the car do everything. It was so much more than that. Grippier tires would have surely dulled the experience. The Cooper’s were lively, to describe it simply. What about that 1G of grip? Onboard footage and telemetry shows that was easily achieved and surpassed in corners.
If you have a daily you occasionally track or autocross, these tires could be the do-it-all solution. And especially with Miata guys, who race and track frequently, not only would these perform reasonably well, but last a long time as well, especially given a Miata’s similar light weight. If equipped on my E46, I wouldn’t once doubt them before heading to a canyon or track. And I must highlight again the responsiveness, grip, and forgiving nature of the rubber.
Wrapping up, from a day of street and track driving, if you’re looking for an UHP all-season tire, put the Cooper Tire RS3-G1 up on your list. I don’t think you’ll regret it and besides the warranty, Cooper Tire gives a free 45-day road test. Are there better tires? Yes, but they’ll be more expensive. Also, a huge shout out to Randy and his team at the Lucas Oil School of Racing. The track, cars, and people were fantastic. The school also plans to continue using the same RS3-G1s for all future racing school events. But for now, after a day of track driving in the hot liquid-soup air, the only thing I wanted next was to enjoy a cold Heineken and some beach therapy to recover.
