SEVEN months ago, a Vegas Yellow Audi S1 Sportback stole the hearts of the CAR team thanks to its unique blend of pace, head-turning looks, a good old-fashioned manual ‘box and the marque’s legendary Quattro all-wheel-drive system. However, back then, the S1 lacked a natural rival.
We knew, though, that Mini’s new Cooper-based John Cooper Works (JCW) model was on its way to local shores, and based on the immense capabilities of the previous R50 and R56 JCWs, we looked forward to a highly entertaining scrap for segment supremacy.
Visual appeal
Arriving at the CAR office in the same Chilli Red of a previous-generation long-termer from five years ago, the new F56-generation Cooper JCW boasts similar menace to that vehicle. Its front-end features a mélange of functional vents and air intakes of different shapes and sizes in conjunction with a piano-black grille cross member and a smattering of chrome-look trim. More apparent on the JCW than its lesser S-badged sibling is the intercooler that peeks out from behind the lowest aperture; it clearly signals the model’s performance intent.
The profile is enhanced by model-specific side sills and, on our test unit, the wheelarches were filled by optional 18-inch alloys that, though attractive in overall design, drew criticism from the CAR team for the convex contours of the wheels’ spokes. At the rear, a roof-mounted spoiler helps keep the JCW’s backside planted to the asphalt, while a new rear bumper with more vents houses dual tailpipes that exit dead centre (as before).
Although we loved the S1’s looks when we tested it in March, the Sepang Blue finish of the three-door model Audi supplied to us for this comparative test left the test team slightly underwhelmed – such is the subtletly of the S bodykit. You may recall that the Vegas Yellow S1 Sportback we tested in our March 2015 issue came with optional 18-inch alloys and contrasting black roof and support pillars that offset the bright body colour. This blue car, however, rides on standard 17-inch dual-spoke wheels, while the A- and C-pillars are connected by a Daytona Grey roof contast line that doesn’t stand out appreciably. The only cues to the S1’s performance potential are the massive chrome-trimmed grille up front and quartet of exhaust ends at the rear.
Contrasting cabins
There’s nothing subtle about the JCW’s interior. You’re greeted by John Cooper Works logos on the door plates, a multifunction steering wheel, new sports seats, and racier speedo- and tachometers, all of which are model specific. Further setting the JCW apart from its lesser brethren is a contrasting red band on the seats that’s echoed on the soft-touch panel that splits the facia and the centre stack. The race-styled chequered decal around the infotainment system (that’s not to everyone’s taste), snug-fitting and low-positioned driver’s seat, and shallow glass area create a performance-focused cabin. It’s an ambience furthered by the multitude of chromed trim rings, toggles and switches, as well as the optional and configurable head-up display panel that rises from behind the instrument cluster.
The Audi’s interior, on the other hand, offers less of a visual onslaught – but is no less appealing. In fact, perceived quality is higher thanks to both the more subdued treatment, but also the solidity of the switchgear. There’s some gloss-black elements, too, but they’re limited to the ventilation pods’ surrounds and a section of the Audi’s tiller.
With most of the contrast provided by red stitching and brushed metallic trim, the S1’s cabin execution remains superb. Unfortunately, there’s no room in the boot to store a space-saver spare wheel and the vehicle comes equipped only with an emergency mobility kit.
Same power, but only half the story
Until now, smaller 1,4- and 1,6-litre turbopetrol engines have provided adequate thrills in this segment; however, with something of an arms race being waged in the hot hatch segment, those motors no longer cut the mustard. Bigger, more fuel-efficient powerplants are the order of the day and the Mini is powered by an upgraded version of the 2,0-litre turbopetrol that does service in the Cooper S. In the JCW it has a revised piston, turbocharger and exhaust system design. The engineers at Oxford have coaxed 170 kW from the direct-injection motor, which is equal to the Audi’s maximum output, but the Mini’s torque peak of 320 N.m is down by some 50 N.m compared with the S1’s 370 N.m of twist.
The two contenders send their figures to terra firma through very different means. Our JCW test unit makes use of a six-speed automatic transmission (there’s a manual version available for R22 000 less than this model’s asking price) and provides drive to the front axle. The S1, on the other hand, is available only with a six-speed manual and calls on the Ingolstadt firm’s legendary Quattro system to put power down at all four corners.
We would’ve preferred a manual-transmission JCW for the sake of this comparison, but Mini believes the six-speed automatic is not only faster from zero to 100 km/h, but also more fuel efficient, and will suit the needs of the majority of its customer base.
Dynamic differences
The new Mini Cooper JCW certainly is quicker than the previous model, managing the benchmark sprint in just 6,58 seconds. That’s three-tenths faster than the R56 JCW despite the newer Mini’s launch-control system not always engaging properly. It further seems to allow a little too much initial slip (with the driving mode selector set in sport and the DTC stability control in its first setting), but the Mini still reacts impressively quickly to any throttle inputs. We expected slightly more from the Brembo-fettled brake system, however, which managed to bring the Chilli Red hatchback to a stop from 100 km/h in an average of 3,19 seconds over 43,77 metres – fair but not exceptional.
In the twisty bits, the JCW livens up even more. With less of its overall mass over the rear axle (the Mini’s 1 306 kg mass is split 64:36 front to rear) and the assistance of an electronically-controlled differential, the JCW turns in with a pleasing sharpness. With damper control as standard, the Mini also settles quickly and devours low-speed bends.
The Audi’s simple three-pedal layout doesn’t require an experienced drag racer to achieve quick getaways. You merely switch the ESC off and hold the revs at their 4 000 r/min static limit before dumping the clutch. After a brief scrabble, all four wheels bite the tarmac and 100 km/h is registered in 6,26 seconds – which is pretty much on par with the Sportback model we tested in March. The ventilated front and rear brakes brought the S1 to a stop in an average of 3,03 seconds, but more importantly uses 2,89 metres less distance to do so.
There might be a brief hint of understeer on turn-in, but once the S1’s nose is planted, it inspires enough confidence for a driver to keep the throttle pinned to the bulkhead thanks to the Quattro system sending up to 50% of the torque to the rear axle. The three-door model’s slightly lower mass (compared with the Sportback model) also means stronger in-gear acceleration – and that is always a welcome advantage in a back-road skirmish.