MINI Cooper S vs Renaultsport Clio 197 vs Ford Focus ST-2 vs VW Golf GTI: 2006 group test

The new MINI is here! BMW’s beautiful baby has been reborn and is ready to turn British car buyers all starry-eyed, with its unique blend of visual charisma and invigorating driver appeal.

Auto Express got its hands on one of the first production cars – in fact, we collected this Cooper S direct from the Oxford factory – and set the newcomer a stern test: is it good enough to be crowned the UK’s ultimate hot hatch?

And where better to conduct the test than on Britain’s toughest roads – as selected by you. In Issue 897, Auto Express and Continental tyres named the twistiest roads in the UK, so on top of our usual testing procedures, we took the MINI to four of the 10 on the list, including the most challenging of all, the B3081 in Somerset. But the roads aren’t the only opposition the Cooper S has to face.

Competition in the hot hatch market has reached boiling point – and there’s no better way to find out if the MINI can take the lead in the pocket rocket race than to square it up against Renault’s thrilling Clio 197. Taut, muscular and with carefully honed suspension, it’s more mature than before, but hasn’t lost its sense of fun.

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That’s not all, though. Hot hatch buyers are spoilt for choice, so we stepped up a class in our search for the best. The Ford Focus ST and VW Golf GTI will test every aspect of the MINI’s performance. So which is the best hot hatch money can buy? Read our 24-hour shoot-out for the answer.

Verdict

All four of these hot hatches are superb, and each has its own distinct character, so don’t write off any of them before taking a test drive.

However, the Golf falls first. Although desirable and impressive on the road, in this company it lacks the intoxicating driver appeal that a cracking hot hatch should deliver. The Focus ST is next – powerful and good value, it’s a characterful car you can really bond with. Doing the same with the Clio 197 takes effort, though – it’s raw and uncompromising, but very rewarding.

MINI’s latest Cooper S lacks the Clio’s racer-like reflexes, but we found it more enjoyable more of the time during our tour of Britain’s bendiest roads. It’s a hoot to drive, and that’s enough for it to be crowned champion.

First place: MINI Cooper S

Let’s play a game of spot the difference. Comparing this MINI with its predecessor is exactly what the UK’s 200,000 existing owners will be doing right now. And like us, they’ll be struggling to see the changes – but they’re there. In fact, every single body panel is different.

The most noticeable change is found up front. The nose is longer, higher and more bulbous – and less attractive to our eyes. But there’s good reason for this transformation; pedestrian protection. This is now a safer car to step out in front of, although we strongly recommend you don’t give it a try!

Inside, the changes are more obvious, and appreciated. The fit and finish are improved, but the cheeky feel and wow factor remain unspoiled. And with options galore, including adjustable-tone ambient lighting and colour-matched trim inserts, no two Minis need look or feel the same.

There’s barely any more space for passengers or oddments, and we take the company’s claims that the new car is bigger inside with a pinch of salt. But additions such as a Sport button in front of the gearstick are welcome, while MINI has wisely left the driving position unaltered – it’s one of the best around. Even at a standstill, the sense of occasion generated from simply sitting in the Cooper S is nearly enough to net victory. But we have the first of Britain’s twistiest roads waiting, and three feisty hatches are snapping at the MINI’s heels.

Officially Britain’s twistiest road, Zig Zag Hill couldn’t be more appropriately named. Like a small slice of the Alps transplanted into Somerset, it’s hairpin heaven for keen drivers. The B3081 snakes mercilessly from Cann Common to Tollard Royal, but the Cooper S doesn’t seem fazed.

Charging up the hill, working away at the much improved six-speed gearbox, the first thing that strikes you is how eager and free-revving this new 1.6-litre direct-injection turbocharged unit is. The turbo responds from less than 1,500rpm – it’s a far cry from the rev-hungry Clio, and much more responsive than the slightly wheezy supercharged motor in the outgoing Cooper S.

OK, the fizzing soundtrack has gone, but in day-to-day use that quickly proved tiring. And there’s still enough burble from the exhaust and blare at full throttle to raise a smile as you sprint from one hairpin to the next. What’s more, the turbo’s impressive torque means the MINI easily drives away from the peaky Renault, and came close to the ST’s acceleration times.

This low-range punch isn’t the new Mini’s only trick. The Golf GTI and Focus ST also have torquey turbos up their sleeve, but neither comes close to matching the ultra-direct steering and suspension of the Cooper S. With its low centre of gravity and instant reactions – even more so when you activate Sport mode for throttle and steering – Zig Zag Hill feels like the MINI’s natural home.

It changes direction with an agility only the Clio can better, but rides far more smoothly and leans gently to give a little pliancy to the process. The clever thing about the MINI is how accessible it is for all drivers. Its immediacy means it’s thrilling at all speeds, yet unlike the challenging Renault, it’s never intimidating – just a huge helping of fun.

However, you have to pay extra for air-con and a host of other kit that’s standard on the Clio. While the Cooper S has a base price of £15,995, most buyers will pay far more. Will that cost it victory?

Economy

The first Cooper S’s supercharged engine was thirsty, but the economy figures are up by five mpg on the new car. It proved the most efficient of our quartet at 30.8mpg on our 800-mile twisting test route.

Residuals

Our experts have yet to finalise their predictions for the new MINI, but we have no doubt the Cooper S will perform brilliantly. The old model retained 55.1 per cent – this car should perform even more strongly.

Servicing

This is the car to own if you like to keep a close eye on servicing costs. Why? Well, provided you sign up for MINI’s £150 tlc package, there aren’t any, except for a few wear and tear parts.

Tax

Considering a hot hatch as a company car? Then look no further than the MINI. At 164g/km, it’s 26g/km cleaner than the old car and sits five tax brackets lower than any rival here. This will save you hundreds.

Second place: Renaultsport Clio 197

Our convoy heads from the hair-raising hairpins of Zig Zag Hill to the slightly less tortuous A39 running between Bridgwater and Minehead. This is officially rated as Britain’s ninth most twisty road, and Renault’s Clio is champing at the bit to prove it has just as much to offer as the MINI.

Its bid starts with the styling. While the Cooper S, ST and GTI have fairly standard hatchback bodyshells, the heavily sculpted 197 looks like a model in its own right rather than a mass-market Clio. Spot this catching you from behind, and you’ll instinctively think you’d best let it past.

Not so fast, though. Because for all its pumped-up looks, there’s a certain amount of “all mouth, no trousers” at work with Renaultsport’s latest creation. The root of the problem lies with the engine. The 2.0-litre, 16-valve four-cylinder unit is a reworked version of the old Clio 182’s, but the extra horsepower gained is more than offset by the latest Clio’s increase in weight. Where the last Renaultsport 182 tipped the scales at 1,090kg, the 197 is a rather portly 1,240kg.

So, it may look quick, but in this company and against the clock the 197 trails in every area. It’s even slower than the original Clio 172, launched in 2001. That means you spend more of your time on the throttle and working away at the slightly sticky six-speed, ultra-short ratio gearbox, as it takes so much longer to gather momentum compared to its rivals. Consequently, overtaking requires more planning. But outright pace isn’t everything. In a hot hatch, it’s more about how you feel behind the wheel, rather than what the speedo is reading.

The good news is the Clio 197 is more than capable of delivering the kind of cross-country entertainment every hot hatch fan craves. So long as you’re prepared to work for it, the engine spins freely to 7,500rpm and sounds suitably raucous along the way. There’s even a green change-up light to ensure you don’t stray into the rev limiter unintentionally. Keep the engine in its sweet spot above 5,000rpm, and you can then begin exploiting the chassis. And what a peach it is. The Clio’s wheel-at-each-corner stance ensures it clings to the road, there’s no body roll to speak of and the front-wheel-drive set-up changes direction with more agility than the Cooper S.

The light, artificial electric power-steering takes a little getting used and isn’t as well weighted as the MINI’s set-up, but lumps and bumps don’t unsettle the grippy chassis. Its poise is breathtaking.

There is a problem, though. It wasn’t so much the twisty roads that challenged the Clio, rather the weather. When it rains, the ultra-stiff rear suspension proves unforgiving. The tail steps out of line should you lift off mid-bend – and that’s with the ESP switched on. We’d strongly suggest you don’t turn it off. Either way, in the wet, you had better have your wits about you. Fortunately, you get plenty of warning from the driver’s seat, and can sense what’s about to happen.

The optional £850 Recaro chairs of our test car were great, and the rest of the cabin is well made and more spacious than the MINI’s. But in this company, the Renault feels the least special from behind the wheel – and doesn’t have the high-speed refinement that makes its rivals easier to live with.

It’s certainly thrilling, well equipped and attractively priced, but will the Clio’s single-minded approach prove to be its undoing?

Economy

With short gearing (70mph pulls 3,600rpm), an addictive nature and poor torque, the Clio needs to be revved hard in most situations, so it’s no wonder our car returned only 24.3mpg.

Residuals

Again, our experts have yet to work out the Clio’s retained figure, but it’s unlikely to fare as well as the MINI. As a guide, the old-shape Clio 182 retained 39.8 per cent of its price after three years.

Servicing

The Clio can’t match the MINI’s servicing deal, and is costlier to service than the Focus, too. However, a flat rate of £225 for each of the first three visits means there are no big bills to budget for.

Tax

Occupying the 27 per cent banding due to its high 209g/km CO2 output, the Renault is taxed eight per cent higher than the MINI, so will cost nearly £300 more per year to run.

Third place: Ford Focus ST-2

After the Clio 197, which displays brilliance and frustration in equal measure, the Focus ST makes for a welcome companion. We’re big fans of the Ford, and despite facing two younger, fitter rivals here, the big five-cylinder turbocharged Focus feels right at home as it leads our quartet from Somerset to the A4061 in South Wales’ Rhondda Valley. Stretched between Price Town and Treorchy, it’s a dramatic stretch of tarmac, consisting of sweeping bends and tight turns.

The Focus ST felt right at home on the faster, straighter section. Punchy, full of torque and with tall gear ratios, it sets the benchmark for outright speed and effortless, long-legged performance. After t

After the Clio 197, which displays brilliance and frustration in equal measure, the Focus ST makes for a welcome companion. We’re big fans of the Ford, and despite facing two younger, fitter rivals here, the big five-cylinder turbocharged Focus feels right at home as it leads our quartet from Somerset to the A4061 in South Wales’ Rhondda Valley. Stretched between Price Town and Treorchy, it’s a dramatic stretch of tarmac, consisting of sweeping bends and tight turns.

The Focus ST felt right at home on the faster, straighter section. Punchy, full of torque and with tall gear ratios, it sets the benchmark for outright speed and effortless, long-legged performance. After the Clio 197, it comes as a spot of light relief, knowing you needn’t keep the 2.5-litre engine spinning above 5,000rpm all the time. Instead, you can stay in a higher gear and use the 320Nm of pulling power to take a more relaxed approach.

But when the roads start to tighten and the corners come at you thick and fast, the ST begins to feel its size. At 1,437kg, it’s 101kg heavier than the Golf GTI and 232kg more than the featherlight Cooper S. You notice it, too. Body control isn’t as tight as the other cars – there’s more vertical movement at speed – and roll is ever-present. The ST also gets unsettled by mid-bend lumps and bumps more than the other cars, shuddering and skipping across them.

But the Focus doesn’t give up without a fight. Despite its weight issue, the ST wins you over with a big helping of character. The warbling five-cylinder engine note is easily the best of this bunch, the steering is full of feel and fast-acting, the chassis is never less than willing, and the grippy front end has good turn-in.

If you choose to switch off the standard ESP system, you can explore the outer limits of tyre grip, safe in the knowledge that this is a vice-free chassis. And if you lift off the throttle when you start to lose grip, the ST helpfully tucks the car’s nose back on course without any drama. In short, it may be big and bulky, but the Focus feels every inch a feisty hot hatch that’s eager to please.

As with the Golf, and to a lesser extent the Clio, the Focus makes for a practical purchase. Settle into the Recaro driver’s seat, and there’s acres of space around you, while the rear bench and boot are similarly roomy.

Yet versatility doesn’t come at the expense of excitement, and with its colour-coded seats, red ST logos and collection of gauges on top of the dashboard, you feel as if you’re in something a little bit special. The quality and desirability don’t hit the high notes struck by the Golf GTI or Cooper S, but nevertheless the Ford feels robust. We can’t help but think that the ST doesn’t do itself any favours for showroom appeal when it comes to the styling, though.

The standard Focus has a dowdy appearance, and the ST version appears a little thuggish, with somewhat contrived detailing. There’s no subtlety to its looks – instead it’s rather brash and obvious, although it certainly has visual impact.

Perhaps, though, showroom visitors will be won over more by the price than the styling. The three-door £18,995 ST-2 undercuts the similarly equipped Golf GTI by £1,365, while opting for the five-door adds £600. But can the Ford’s all-round appeal beat the sporty Cooper S and Clio?

Economy

With five cylinders and a thirsty turbo to feed, the ST has an even bigger appetite for fuel than the Clio. That said, considering its size and weight, the fact it only proved 0.4mpg worse in our hands isn’t bad.

Residuals

It’s cheaper to buy than the VW, but three years down the line, the ST will have lost more money. That said, a 48.0 per cent retained value rating isn’t bad, but if it becomes a more common sight, expect that to suffer.

Servicing

You should be able to keep your ST fully maintained over three years for about £500. The 12,500-mile intervals aren’t the longest, but with 714 dealers, you won’t have to travel far to get it seen to.

Tax

Filthy! That’s the best way to describe the ST’s 224g/km emissions. Sitting in a lofty 31 per cent tax bracket, it’s easily the most costly car to run, and is nearly twice as expensive as the MINI.

Fourth place: Volkswagen Golf GTI

Our last road, and our final car. And what a machine it is. With 30 years of history behind it, the Golf GTI is the longest serving hot hatch of all, and is now in its fifth generation.

History counts for little in the case of the VW, though. The GTI’s had more ups and downs than a soap opera, and after two relatively weak models, has only now found form again. In a deliberate bid to reinterpret the spirit of the original 1976 GTI, albeit wrapped up in a 21st-century package, VW’s engineers hit on the magic formula.

One thing’s for certain. In this company it strikes just the right visual balance between boy racer and grown-up performance car. The tell-tale signs are all there for those in the know – a honey­comb grille with red piping, subtle side skirts and twin tailpipes. It doesn’t shout its presence like the Renault and Ford, or have the same chic designer feel as the MINI.

It’s much the same story inside. There’s an air of polished sophistication and integrity to the GTI’s cabin. The plastics are the best here, the detailing is the neatest and the overall ambience is one of a car which would be as happy tackling Paddock Hill bend at Brands Hatch as it would carving through the rush hour. But what about how it drives? Well, our final road is one surefire way to find out about that. With the Cooper S, Clio 197 and ST in tow, the GTI heads off along the A466, between Monmouth and Staunton, just on the Welsh side of the Severn Bridge.

As with the MINI and ST, the GTI uses bang up-to-date turbocharging technology to deliver its 197bhp and 280Nm of torque. The direct-injection engine has a smooth-revving nature and muffled yet slightly rorty exhaust note, which immediately sets you in the mood to push it harder.

Rev it round to the 7,000rpm red line, and you’ll soon realise that, as with the Cooper S and ST, it’s actually better to change up early and rely on the torque rather than top-end power for your thrills. Progress is rapid and overtaking is swift and safe, but you do miss the instantaneous response of the Cooper S and the tuneful warble of the ST’s potent five-cylinder motor.

Through the twists and turns of the tree-lined A466, the GTI feels composed and utterly dependable, even with the stability control system switched off. But for all its ability – and there’s plenty of it – there is something about the way the Golf goes about tackling bends that’s ever so slightly clinical and efficient, rather than engaging.

It starts with the steering. We love the GTI’s flat-bottomed wheel with its dished palm grips, but the rack itself is slower geared than the other cars here. Consequently, the GTI doesn’t turn into bends with the infectious enthusiasm of its rivals. And once you have committed to a corner, the suspension feels as if it could do with a ‘Sport’ setting to give it a firmer edge. It’s supple, sure-footed and swift, but the grin factor is down a notch or two compared to the competition.

We suspect that the imminent arrival of the sportier GTI Edition 30 will be the perfect solution to these minor criticisms. But in the meantime, the Golf does have a trump card up its sleeve – faced with a long drive home on the motorway after our cross-country action, it was the keys to the cosseting and relaxing GTI that everyone wanted.

Economy

Drive gently, and it’s possible to coax more than 35 miles from each gallon of super unleaded, thanks to the GTI’s hi-tech engine. Our enthusiastic driving dropped that to 28.2mpg overall.

Residuals

The GTI’s fun factor, image and desirability make it a popular second-hand choice. Now two years old, we can’t see the 51.4 per cent residuals softening any time soon.

Servicing

When it comes to servicing, you pay for the privilege of GTI ownership – it’ll cost roughly £300 more than the Focus over three years. However, variable intervals allow up to 19,000 miles between checks.

Tax

The Golf GTI isn’t only a desirable car, but a cost-effective one, too. The engine only puts out 192g/km of CO2, making it cleaner than the Clio, and not much more expensive as a company option.