2012 MINI Cooper Coupe

2012 MINI Cooper Coupe

Episode 3122 , Episode 3140
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Since its rebirth by BMW for 2002, the Mini Cooper has been a fun, little sports car trapped in a funky, box-shaped body.  Well, with the introduction of the new Mini Cooper Coupe, it finally has a proper shape to match its devil-may-care attitude. So is this pint-sized two-seater still a Mini, or is it a whole new animal?

The 2012 MINI Copper Coupe may not be a completely different animal; but possibly a different species, as it is the first two-seater for the brand. The look is familiar enough to be recognized as a MINI, yet different enough to know that it is a lot new. It’s the chopped top that catches your eye first, with the roof panels looking a bit like a backwards baseball cap sitting atop a minimal greenhouse.

Up front, the face is much more familiar with big round headlights and trapezoidal grille. Our track-capable John Cooper Works model adds a hood scoop, and aggressive lower fascia with splitter. The stepped rear end is certainly unique to the MINI line-up, and this “Coupe” is actually a 3-door hatchback. A contrasting color roof is standard, as is a rear spoiler that deploys at 50 miles per hour. Most of our staff found it cute, even if for a few; it was more in the “so ugly that it’s cute” department.  

When it came to driving the Coupe however, everyone agreed it’s a real hoot; especially in John Cooper Works trim, which includes Dynamic Traction Control and Electronic Differential Lock Control, as well as a lower ride height, stiffer damping, and larger anti-roll bars. Built on the Cooper Convertible’s already reinforced chassis, the downside of all this is a ride quality that comes very close to being rigid.

A slick shifting 6-speed manual transmission is the only choice for the John Cooper Works Coupe, but a 6-speed automatic is optional in the Cooper and Copper S. We’ve said for years that the boxy Mini Cooper responds like a true sports car, now the Coupe actually looks the part. And, being a true sports car, things are a bit tight in the cabin. Not claustrophobic mind you, but more like being in a fighter jet bubble, with all controls close at hand. 

The expected big MINI speedometer is literally front and center, and located in its center is the optional MINI “Connected” navigation system. Inputs are made with a small joystick-like controller on the center console, and it is all fairly intuitive and easier to use than expected. There’s no rear seat, but there is a surprisingly good 9.8 cubic-feet of storage space and a small pass through, making it about as practical as a two-seater can get. 

The base Coupe’s 121-horsepwer, 1.6-liter I4 is all practical. But the Coupe rolls better with the 181-horse turbo and intercooled-4 in S trim. But, it’s the higher boosted, freer breathing JCW that’s on fire. 208-horsepower and 192 pound feet of torque; with 207 pound feet available via overboost.

The JCW Coupe is the fastest MINI yet, as the factory claims a 0-60 time of 6.1-seconds. Our short time with the Coupe, accompanied by unyielding rain didn’t give us a chance to confirm that, but the motor does feel very strong, especially off the line; exhibiting a fair amount of front-wheel-drive torque-steer. But, once you get rolling, gears are spaced perfectly to make full use of the engine’s power.   

While feedback is excellent, when pushed hard, the Coupe will under-steer. It is a front driver after all, and sometimes with little warning, which could spell trouble. But, like most sports cars, half of the fun is staying on top things like that and correction is easy.

Government Fuel Economy Ratings for our John Cooper Works Coupe are 25-City and 33-Highway. We averaged 28.2 miles-per-gallon of Premium in mixed driving. Not great for such a small car, but acceptable for one that’s this much fun. And it does have a better-than-average Energy Impact Score of 12.2-barrels of oil consumed per year, with emissions of 6.7 annual tons of CO2.

A base MINI Cooper Coupe rings in at $22,000. You can step up to the “S” for $25,300, and the ultimate John Cooper Works Coupe sets you back $31,900. And, yes, a drop top two-seater, the Mini Roadster, is on the way.

Much like every MINI Cooper before it, it’s hard not to fall in love with the 2012 Coupe. It may be the helmet-like styling that lures you in, but it’s the pure driving enjoyment that really seals the deal. It’s a welcome addition to the MINI line-up and it has definitely stirred up the small car segment as well; and we’ve never had this much fun getting “Couped-up.”

Specifications

  • Engine: 1.6-liter I4
  • Horsepower: 208
  • Torque: 182 lb-ft
  • 0-60 mph: 6.1 seconds
  • EPA: 25 mpg city/ 33 mpg highway
  • Energy Impact: 12.2 barrels of oil/yr
  • CO2 Emissions: 6.7 tons/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
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Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW