Sometimes when I walk into the Hertz LAX site, I spot a car between the gate and the area where my friends Annie and Sylvia operate the outdoor Gold and President’s Circle desk that I just know is the one I want to drive. Depending on where it is parked determines whether I can simply go grab the keys or whether I have to go and ask and see if it is available. The last day of my autumn 2023 trip was one such occasion, as walking to the President’s Circle I spotted a freshly washed MINI Cooper Convertible in the you-can’t miss-it highlighter-pen green colour that its maker calls Zesty Yellow. Given where it was parked, I did not even ask, I could just take it. I grabbed the keys, locked it and wen to say my farewells to the staff here who do so much to be so helpful around sourcing the cars I want to try out. But for sure this almost brand new car was mine for the day, a last day of what I hoped would be California sunshine, though at this point in the morning, there was still overnight fog which needed to burn off.

Although MINI only really in name these days, the BMW-era MINI that was first launched in 2001 has been a huge success with many apparently buying the car without even test-driving it, as they “just want one”. Whilst the launch in 2001 saw just two different versions, of standard MINI and the Cooper, along with a huge list of personalisation options that quickly saw most buyers spending a lot more than the far from cheap purchase price, the range quickly expanded to include more power, an open-topper Convertible, and then the then popular diesel engine, before MINI added new bodystyles with the Clubman and Countryman. What we have seen ever since then has been a considered evolution of the same concept. The third generation MINI, sometimes referred to as F55 – F57 in true BMW model code speak, first appeared in late 2013 with sales starting early the following year. Initially offered only as a three door hatch, the F457 convertible arrived a few months later and this time there was also s five door hatch for the first time.  The third generation MINI is 98 mm longer, 44 mm wider, and 7 mm taller than its predecessor, with a 28 mm longer wheelbase and increases in track width of +42 mm (front) and +34 mm (rear). The increase in size results in a larger interior and boot volume, aimed at addressing one of the persistent complains about the car, namely that of poor packaging and a lack of space in a car which made its name for having these very attributes. The shape is slightly more rounded than the one it replaces, in order both to improve the car’s aerodynamic efficiency and to enhance pedestrian protection in the event of accidents. It has a much longer overhang and higher bonnet. Pre-release photos saw the design come in for plenty of criticism, generally focused on the rather overstyled nature of the exterior design, with many not liking the extruded and complex design of the front bumper in Cooper S and JCW variants, as well as the larger front overhang and oversized tail lamps. This latest model rides on BMW’s all new UKL platform that underpins the new BMW 2 Series Active Tourer. A switch to the latest BMW engines was aimed at meeting ever more challenging emissions standards as well as improving economies of scale and hence profit margins on a car which although selling in large quantities was not making much money for its maker. There have been a number of small changes to the range ever since launch with a new 7 speed gearbox coming in what rather cringingly BMW call a Life Cycle Impulse in 2018 and a second one of these coming in 2021 where the car received both optical and technical updates. The front and rear bumpers were redesigned, union jack taillights now came as standard as well as LED headlights. The interior updates were limited to a new steering wheel design and additional ambient lighting under dashboard trim pieces and in the door trims. The petrol-powered cars now came fitted with a particle filter which led to a 10 bhp decrease in power output for the B48-powered Cooper S.  Sales of all third generation MINIs have been very steady ever since launch. Surprisingly, it is over ten years since I last drove a MINI, and that was a second generation car, which in entry level ONE spec had left me massively underwhelmed, largely because of its weedy performance from just 75 bhp as well as hopeless cabin ergonomics and lack of space. This would therefore be my first experience of the third generation model, and also of a Cooper S. Bearing in mind. Would it be the MINI to appeal to me in a way that the MINI ONE had so dismally failed to do?

The test car was in Cooper S spec which means a four cylinder 2.0 litre turbo engine which puts out 189 bhp and it was coupled to a seven speed dual clutch automatic transmission. The result is pretty lively, and the car accelerates well, pulling strongly from just about any point in the rev range, with a quoted 0 – 60 time of around 6.5 seconds. The gearbox is well matched to the engine and changes gears up and down very smoothly. I would say that the engine is what gives the Mini Cooper a lot of its appeal, as this really is a “point and squirt” machine. It is equally good if you want to pootle around or are in traffic where the car is smooth and easy to drive. But there are issues. It is noisy. There is a constant and not particularly pleasant drone from the engine at a constant cruise, which will be most evident if the roof is up. In that state, there is also a lot of road noise and wind noise is pretty prominent, too. Put the roof down (and the side windows up, to reduce buffeting) and these noise sources more or less disappear into everything else you hear in topless motoring. I covered 250 miles in my day with the car and it needed 9.3 gallons to fill it, which works out at a not particularly impressive 26.88 mpg US or 32.11 mpg Imperial.

If the performance of the Cooper is one selling point, then the steering and handling are what will attract the keen driver. Unlike so many cars these days, there is plenty of feel to the steering. It can feel quite heavy, especially about the straight-ahead but it is razor sharp at all times and really does give you a sense of exactly what the steered wheels are going to do. The handling and grip are really impressive. There is no body roll to speak of, and this car really seem to be begging you to find the twisty roads, as it, and you will enjoy the experience. I certainly did find it a lot of fun up on the canyon roads north of LA where I go so often to test cars out. What I did not enjoy, though was the ride. Truly, this is so stiff that I would say to anyone that they must test out the car to be sure they can live with it. The test car came on 205/45 R17 wheels and the Cooper is a bit stiffer than the entry level car but not as firm as a JCW. I hate to think what that is like as this was a car which transmitted every ridge, every joint and surface imperfection straight to the driver. On the poorer surfaces of the LA roads, it was actively very unpleasant indeed. On the better surfaced roads it was just uncomfortable. There is another challenge, too, and that is visibility. You don’t expect it to be brilliant with a convertible of any sort when the rood is up, and this one is no exception. Because of the way the large expanse of roof sits up high above the foot when folded down, it is little better in roof down mode, which is not always the case with open-topped cars. For sure the door mirrors and camera help when reversing, but great care is needed at oblique angle junctions, as there are large areas of what is behind that are just obscured by the roof. Forward visibility is also not great as the windscreen is relatively small and the central mirrors seems to get in the way quite often. I had no issues with the brakes on the test car which did their job well. You still get a traditional pull-up handbrake fitted between the seats. MINI has yet to be inflicted with a long list of irritating ADAS features, thankfully.

MINI has created an interior look that is like nothing else on the market. It does still feel to an extent that being trendy and sticking to the concept of a large central dial, as a sort of throwback to the very first Mini of 1959, takes precedence over ergonomics and usability, but this one is better than previous generation BMW-era MINIs. The materials used are a mixture of hard and soft touch plastics and you can see why people do praise interior quality here even if not all of it quite up to Audi standards. Certainly everything fits together well and the car feels solidly built. There is a chunky leather-wrapped steering wheel which is good to hold. These days, the core instruments are on a slender panel mounted right in front of the driver, which moves as you move the steering wheel up and down or in and out, so you can always get a good view of what it contains. There is a digital speedometer in the middle with a rev counter to the left and fuel level to the right.  Two chunky column stalks operate the indicators and wipers whilst there is a rotary dial on the dash for the lights. The centre of the dash contains a very large dinner-plate style touch screen, complete with outer halo ring lighting which is used for vehicle info and infotainment, as well as navigation, if fitted (it was not in this test car). I found it particularly unintuitive, struggling for some time just to change the wave band of the radio. There are repeater buttons on the steering wheel and a control wheel in the console but these were little help. The screen is configurable and whoever had had the car last had certainly done something odd which made it so unfathomable. Apple Car Play was made standard for 2023 (but there is no Android Auto) and you also get HD and XM Satellite radio. There are six audio speakers. Beneath this screen are three rotary dials and a row of buttons for the air conditioning and then beneath this another MINI trademark, a row of identical toggle switches for lesser used functions and the important one, which is for starting and stopping the engine.

So let’s talk about the roof, as let’s face it, if you choose a convertible, this should matter to you. In all versions of the MINIU, it is electrically operated. The switch is up by the mirror which feels a long way away, but press it and the motors do the rest for you. It is a two position roof, so you can simply retract the front part, sort of like a large sunroof for some open-air motoring if you want, or you can open the roof all the way. It opens pretty quickly and stacks the entire roof up high on the back, above the boot. You do really need to raise the side windows to avoid buffeting when travelling at any speed, but if you do, then the car is very pleasant to drive al fresco. You won’t be able to hear the radio unless you really crank up the volume, but that did not bother me at all.  Once the early morning fog had burned through, I drove the car roof down for the rest of the day.

If the roof is in place, it is surprisingly awkward to get in this car. I found I needed to duck to get the clearance. The front seats are generously sized, and in this trim level were trimmed in a faux leather which was, as is the case with lower cost BMW models, not that nice. There is a wide range of manual adjustment available. The backrest has a stepped adjuster, as opposed to a continuous movement. There is an under-thigh bolster which can extend outwards for those who have a need. I found the seat to nicely supportive and the side bolstering holds you in place nicely which you might need if you take advantage of that excellent handling and cornering. Even with the roof up, there is plenty of headroom available, partly thanks to the fact that you can sit quite low in the car.

There are rear seats here, shaped for two people, but frankly, unless they are small children, don’t event bother. Especially with the roof up, access is very difficult, and there is so little legroom that adults simply will not fit here. Better to remember that the seats drop down and can extend the boot capacity. There are pockets let into the side mouldings and there is a single large cup holder in the centre of the car right in front of the seats which could be useful if anyone does manage to get in there.

It was when I got back to the hotel to collect my suitcase that it suddenly dawned on me that perhaps I should have thought about the challenge I was about to face. The boot on a regular MINI is small enough, but that on the Convertible is even less commodious. It does not matter whether the roof is up or down, there is simply not much space and with a drop-down lid, access is an even bigger challenge. My case is not large, but initially, I thought I simply would not be able to get it in through the slot. Thanks to its soft construction, it compressed just enough to squeeze it in, avoiding the need to have it in the passenger compartment with me, but that is where the hand luggage I also had with me had to go. Not ideal! The rear seat backrests, split 50/50, do drop down, so for items that are small enough to fit through that boot lid opening, you could actually get more in than you might think, but the small luggage lid will be the limiting factor. Places for smaller items in the cabin is also very limited. The glovebox is modestly sized and the central armrest cubby is so tiny as to be almost useless. There are rather narrow pockets on the doors, but that is it.

For the US market, the 2023 MINI Cooper comes in a variety of configurations. First, there are three trims – Classic, Signature and Iconic – which determine the car’s standard features. Next, there are three body styles: two-door hardtop, four-door hardtop and two-door convertible. Lastly, there are three engine options: the 134 bhp Cooper, 189 bhp Cooper S and 228 bhp John Cooper Works (or JCW for short). These configurations are mix-and-match for the most part. MINI offer a range of optional paint and upholstery colours, exterior graphics and wheel designs, so can easily personalise your car, which is part of the appeal for a good many owners. The entry-level MINI Cooper Classic is available as a two-door hardtop, four-door hardtop and two-door convertible. Each is outfitted with a 134 bhp turbocharged three-cylinder engine, a manual transmission and front-wheel drive. Standard features include a digital gauge cluster, an 8.8-inch touch screen, Apple CarPlay, HD Radio, satellite radio, a six-speaker stereo, Bluetooth, a USB port, remote keyless entry, synthetic leather upholstery, manually adjustable front seats, a rearview camera, rear parking sensors, forward collision warning, forward automatic emergency braking, lane-departure warning, LED headlights, 15-inch wheels and a power-folding soft top (convertibles). The Cooper S comes with a 189 bhp turbocharged four-cylinder engine. The John Cooper Works variant adds another level of performance with a 228 bhp turbocharged four-cylinder engine, bigger wheels and brakes, a stiffer sport-tuned suspension and front seats with larger side bolsters. The uplevel MINI Cooper Signature adds heated front seats, dual-zone automatic climate control, proximity keyless entry, ambient lighting, a moonroof (hardtop only) and 16-inch wheels. Available features include genuine leather upholstery, a heated steering wheel, navigation, wireless device charging, a 12-speaker stereo, adaptive cruise control, a head-up display, hands-free parking assist and an adaptive suspension (Dynamic Damper Control). The posh MINI Cooper Iconic trim adds genuine leather upholstery, a heated steering wheel, navigation, wireless device charging, a 12-speaker stereo, a head-up display and 17-inch wheels.

It is not hard to see the appeal of the MINI Cooper. If you want a fun small car that is nicely finished and an absolute hoot to drive, then there are not many alternatives, and that list is getting ever shorter as an ever-growing list of small cars cease production. In Cooper S spec, this car goes in the way that I had so hoped to experience from the MINI models I drove over ten years ago, but which in less potent spec had failed to impress. This really is a pocket rocket, easy to drive but with zingy acceleration always on tap. The steering and handling are also an absolute delight. But – and this has to be a significant but – the price of this is a truly awful ride that for some will simply be a deal breaker. I hear that a lot of people buy a MINI without ever driving one. They really should not do this, as for some, the ride will be just too stiff. Even for me, who has long lived with an Abarth, another car not renowned for the suppleness of its ride, as this car was rarely comfortable except on the smoothest of surfaces, I don’t think I could accept it as a long distance car. If you can get past this, and the still rather poor packaging is not another deal-breaker, then the MINI has much to recommend it. And if you want open-topped motoring, then it really does not have any direct rivals any more, so just go for it! But I would quite understand if the fact that the MINI remains as compromised as ever means it is not the car for you.