it a top-heavy disadvantage matched only by the
similarly configured, though 60kg-lighter AWD Suzuki.
And that’s how they play out on the road. With its
low centre of gravity making up for any weight-related
issues, it doesn’t take long behind the Clubman’s
chunky steering wheel to discover its UKL platform was
clearly intended to underpin a Mini first, not a front-
drive BMW SUV/MPV. In fact, we’d go so far as to say
that – ballistic Mini GP variants aside – the latest F54
Clubman is the most dynamically cohesive Mini variant
since the brand’s relaunch 15 years ago.
While the considerable expansion in track width (by
more than 60mm) and wheelbase over the Mini 5dr has
muted the Clubman’s keenness to change direction,
this has also removed the smaller Mini’s nervousness.
What the Clubman’s growth spurt has introduced is a
newfound level of progression and fluidity to the Mini’s
responses, which manages to enhance the satisfying
way its chassis pivots into a corner, in direct correlation
to the amount of steering lock you’ve dialled in. And all
this without the irritating ride that blights any Mini 3dr
without adaptive dampers.
Enhancing the Clubman’s sporting dynamic polish is
its driving position, strengthened by tightly bolstered
(optional) sports seats in our test car to provide an
excellent base to work from. And while the Cooper-spec
Clubman’s terrific steering wheel lacks shift paddles,
its transmission gate is configured so that you nudge
the lever forward for a downshift, in our (and BMW’s)
preferred fashion.
About the only real downside is the 1.5-litre 100kW
three-cylinder turbo’s ultimate lack of herbs. While
it thrums smoothly and feels impressively elastic,
endowing it with deceptive pace in much the same way
as the three-pot turbo Citroen, there’s no escaping the
Mini’s solid 1320kg kerb weight, which impacts on its
real-world fuel consumption (11.4L/100km on test). A
bit more boost and a touch more induction and exhaust
rasp is what the Cooper Clubman needs to adequately
support its addictive handling.
For textbook proof of what a reduction in weight
does to a car, look no further than the Cactus. Weighing
just 1020kg, the five-speed manual turbo-petrol CitroenABOVE: OPTIONAL
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