Sources at Car and Driver are saying that MINI chief and former BMW M division boss, Dr. Kay Segler, has very real aspirations to finally turn the John Cooper Works into the stand-alone, performance skunkworks that frankly, we’ve always wanted it to be. We’ve heard this from MINI before, but with Dr. Kay at the helm, will the dream finally come true? What could this mean for future JCW MINI models? Details after the break.

First of all, Dr. Kay wants to push JCW beyond packages and accessories and produce stand-alone MINI JCW models — just like BMW’s M cars.

Once the JCW Countryman arrives, MINI will offer John Cooper Works packages for all of its models, but Segler wants to further differentiate JCW products in the future. This means that cars wouldn’t so much be equipped with the John Cooper Works package, but rather positioned as standalone models.

Mini already considers the standard JCW powerplant—a turbocharged 1.6-liter four making at least 208 hp—a “unique” engine, and not a standard Cooper S mill with more boost. But we interpret Segler’s remarks to mean that the John Cooper Works engine will come in for additional work in the future; that could mean it will get some unique internals, or that the displacement will be increased. Segler’s sentiments also suggest that more hard-core, limited-edition models like the upcoming new-gen MINI GP could be produced.

Could the next generation MINI GP be the first in a whole generation of stand-alone JCW cars? That’s a thrilling prospect to say the least. But if the John Cooper Works does start producing independent models, will any of us mere mortals be able to afford one?

Even though Minis have a real penchant for getting absurdly expensive with options and accessories—see our $46,244, ex-long-term JCW convertible as a prime example—Segler says the company will be careful about pricing future John Cooper Works offerings. Take a note from the relatively reasonable pricing of the BMW 1-series M and M3 GTS, we’re told. Considering that the 1-series M was something of a bargain at $47,010, that’s encouraging.

That’s highly encouraging. What good is a line of halo cars if they can only sell a handful? But perhaps the best thing that would come from a more dedicated JCW would be cars that much more highly tuned for performance. If past MINI models are the guidepost, two examples come to mind. The 2006 JCW GP, and the JCW version of the new MINI Coupé (which was designed as the “default” version of the car). Both cars are examples of MINIs that have been developed with a lot of focus. The result in both cases is a car with that little bit more — that little extra bit of feel, performance and refinement. If JCW gets to package each of its models this way, the result is likely to be really, really good.

[Source: Car and Driver Blog]

The cars of MINI’s John Cooper Works sub-brand are often described as halo models. They are intended to be each MINI in its purest, most sporting form. While perhaps not as aggressively separate as BMW’s M division, the JCW cars have always been a good balance of power and performance without sacrificing reliability. For those willing to pay the premium, the JCW cars offer that little bit extra on already brilliant cars. Since the Countryman’s introduction, many have wondered (myself included) if the R60 would also come in a JCW flavor.

Wonder no more because, as the photo above suggests, we now know the answer to that question.

The JCW Countryman All4 will be introduced at Geneva early next year and it will make its way here in the second half of 2012. More significant, however, are the particulars. As we’ve previously reported here on MotoringFile, the JCW Countryman will feature a newly refreshed version of MINI’s highly tuned 1.6L turbo Prince engine, featuring Valvetronic variable valve timing. As with the 2011 engine refresh for the standard Cooper S power plant, the addition of Valvetronic will stretch the engine’s power output and likely up its efficiency by significant percentage points.

This week in Innsbruck, Austria, I got to experience the JCW Countryman prototype first-hand with what I’m very confident was an early version of this new engine.

Our preview of the JCW Countryman actually began with a different JCW MINI: the Coupé. I was given the fob to one of three JCW Coupés shod in fresh, sticky Blizzaks, and told to follow the JCW Countryman prototype driven by Heinz Krusche, the head engineer for BMW’s Driving Dynamics division. (Driving Dynamics is the group responsible for the DSC, DTC, xDrive and All4 systems for both BMW and MINI.) Our task was to try to keep up with the JCW Countryman All4 on the snowy alpine roads of central Austria. The contrast would prove very interesting.

Even with snow tires, the JCW Coupé was a little bit of a handful in the snow. As MINI’s most tail-happy car to date, navigating the windy mountain roads with any speed at all was difficult. It was easy to make progress, and the JCW Coupé had great traction at slow, conservative speeds. But go any faster and I was pushing my luck. Absolute concentration was required to carry any speed into a slippery alpine turn — paying very special attention to the car’s balance. Let off the throttle to late or too hard into a turn and I’d risk bringing the rear end around. If I gave it too much throttle, even up in 3rd gear, the torquey JCW motor would break the front wheels loose and the car would twitch hard and understeer. Even if the grip held, there was the snow induced torque-steer to contend with as well.

The car was perfectly capable of navigating the steep, slick roads, but not in a way that was any fun. After a quick ten minute run down the mountain and back up again, it was time to shuffle seats.

Kicking the snow off my boots, I climbed into the co-driver seat of the JCW Countryman with Herr Krusche. The drive down the mountain was more of a presentation of the car and the All4 system. At the bottom, we would switch seats and I’d drive the car back up to the staging area. He described the All4 system in detail, actually correcting some of our previous information from other sources from MINI at the original R60 launch. He’d definitely be the man to ask, as one of the primary developers of the system. More on that here. While he wouldn’t answer specifics about the new engine, I did learn some other interesting key facts. The JCW Countryman will come standard with the otherwise optional Sport Suspension. The car gets 10mm lower, the front sway bar grows 2mm over standard and the rear sway bar grows by 1mm. Also standard will be 17″ wheels. Additionally, the rear wheel base has been widened by a few millimeters to take advantage of the JCW’s increased torque output. Dampening and rebound rates are the same as the Sport Suspension you can get on the Countryman today. And before you ask, no, there will not be a JCW-labeled specific suspension kit for the Countryman that goes beyond the settings of Sport Suspension. After driving the car, I agree with Heinz that it just isn’t necessary. The Countryman simply isn’t meant to the a race car, but it can be driven very, very aggressively on the Sport Suspension with good results.

My drive was brief, but informative. Tearing up the mountain I was relieved to find the clutch engagement point in this JCW Countryman prototype was not at the high, bothersome place it is in the MF Countryman Cooper S All4. The clutch was nice and light too, and made for smooth shifting. The otherwise untouched All4 system tore through the snowy alpine roads with absolutely no trouble. There was no torque steer, no drama, just grip and power. The 17″ wheels mated to the Sport Suspension made for both a comfortable ride and sporting handling. Nothing new there. I had the exact same experience in the Cooper S and Cooper SD Countryman All4s I’d been driving earlier in the day. The difference in the JCW Countryman, obviously, was the power.

I couldn’t get official confirmation that the engine in this JCW Countryman prototype was in fact the new Valvetronic refresh. But driving it back-to-back with the JCW Coupé, I’d be extremely surprised if it wasn’t. There was more power there, I’m guessing somewhere in the neighborhood of 220hp. The power band was also smoother, very reminiscent of the before and after for the Cooper S engine refresh for MY 2011. The JCW Countryman positively galloped up that Austrian mountain road. While the Cooper S Countryman All4 is no dog, the JCW Countryman is properly quick. Some rumored numbers have the 0-60 times well under seven seconds. I can believe it. Even on snow the JCW Countryman had plenty of power to spare, and thanks to All4, could put all of it to good use.

I hope to conduct a longer, more exhaustive evaluation on the JCW Countryman in the future, but in what brief time I got to spend with the prototype, I can say this: the JCW version of the R60 finally feels right. The car feels like it has all the power it needs to not simply get out of its own way (which the Cooper S Countryman does very well), but to finally be driven in anger. It’s got the horsepower and more importantly the torque to make the Countryman All4 a properly aggressive car to drive, even in the snow. With Sport Mode on, the sharper throttle response didn’t make the car unruly, it simply made aggressive snow driving that much more fun — which is a testament to just how good the All4 system really is on these kinds of roads. Bottom line, the extra power made the JCW Countryman finally feel like it had the power the R60 deserves. On dry pavement, it ought to be even better.

I say that with one caveat, however. Keep in mind what the JCW Countryman is intended to be. This is not an STi killer. It’s not a street version of the WRC rally car. Prodrive had nothing to do with this. The JCW Countryman is simply the most powerful, most refined, most holistically high-performance version of the Countryman that MINI intends to build for the masses. It’s the school run on steroids. While that sounds a little watered down, I can tell you that, from behind the wheel, it isn’t. Like the rest of the JCW lineup, it’s that little bit more. It’s that extra injection of performance that places it not in the stratosphere, but definitely on another level above its Cooper and Cooper S siblings. In fact, the closest performance analog in the current MINI family would be the Countryman SD, which isn’t available here in The States. The torque, as well as the horsepower coming out of that MINI Challenge-bred JCW mill gives the car the kind of grunt I think it’s needed all along. In a word, the car is finally correct.

Beyond the performance gains, expect the normal JCW touches such as the red roof, subtly more aggressive body styling details, and interior touches like dark gray gauge faces to make their way into the production JCW Countryman. They were all there (minus the red roof), albeit barely camouflaged on the prototype. More importantly though, if you’re looking for that extra burst of power over the Cooper S Countryman All4, you’ll find it in the JCW. It feels the most “MINI”, the most aggressive and as high-performance as the Countryman really should feel. The prototype was rather grin-inducing, just like a MINI ought to be. Look for the final production version to debut at Geneva, with the car going on sale in the second half of 2012.

Side note: After experiencing what was likely the new JCW engine and how handily it propelled the relative bulk of the Countryman, I cannot wait to experience that power in the smaller, lighter R5x MINIs.

Just in time for MotoringFile’s JCW month, MINI has taken some of the wraps off of it’s 2013 MINI JCW Countryman in Austria today. Rest assured we’re going to have plenty of hand-on details about the car shortly. But we wanted to get you some of the facts as they seem to have leaked out a little earlier this morning.

Consider this car as the next generation of JCW. That means that MINI has taken the criticism we and other media outlets have leveled against it and created something that is a bit more well rounded out of the box than previous JCWs.That means the JCW Countryman will come standard with a more aggressive suspension than the stock set-up on the Countryman Cooper S. Expect the car to sit 10 mm lower with stiffer spring rates and larger anti-rollbars. Additionally the engine will be the variable valve timing of the current JCW engine pumping the power up well over the 210 currently on tap.

Did Prodrive have any involvement in the Countryman JCW? As best we can tell the answer is no. We’ve also learned through sources that that winged Countryman spotted recently outside of Prodrive’s UK offices was simply Team Principle David Richards private car and not anything meant for public consumption. That means if you’ve been waiting for a hot Countryman, get your name on the list for the JCW. It should arrive during the summer of 2012.

Look for a full report on the car on MotoringFile shortly.

I had just one day – St Louis to Indy. And I was dedicated to making it one to remember. So early this morning Todd and I (up way too early) shook off the cobwebs and headed out to the official MTTS meeting point – the St Louis Arch. At this point the GP was starting to sink in as a real live car and I must say that it was getting better looking the more I saw it.

After our Arch photo opp was over I was handed the keys to a GP courtesy of MINI USA. I might add that this particular car was broken in by none other than Fireball Tim and Hubie (the men responsible for the fastest MINI drag-car in the world). So I got some quality time to the tune of about four hours with the GP. First impressions: better than wow. This car is a complete package like nothing we’ve ever seen before. It’s not the fastest MINI out there, just the most complete MINI I’ve ever drive. MINI and BMW did a great job inside and out with the small details. The look of the car really makes sense in the real world as compared to the 2D world as seen on this site or countless magazines. In other words, don’t make your mind on this car’s looks until you’ve seen it in the flesh.

Driving The GP

I started out the drive telling Hubie that I’d probably still prefer a normal four seat ’06 over the GP if I were ordering today. By the middle I had realized that the GP would have to be given serious thought in the ordering process. At the end of the trip there was no doubt in my mind that I would have to order a GP if I were getting one of the last 2006 MINIs. It’s that good.

The power throughout the range was just phenomenal. It’s basically a JCW+. It just has a little bit more of everything. Power down low, up high and every conceivable flat spot has been eliminated in the middle. And the car just wants to rev and rev all the way to redline. This is just a different beast altogether as compared to my pullied stock MCS. And with the JCW suspension the car not only is better handling and more composed at the limit, it’s also surprisingly comfortable – even more so than my stock MCS.

With the JCW GP, MINI has succeeded in creating the ultimate factory R53 in every way.

I was very fortunate to get to know the car through all sorts of weather conditions and over almost every kind of road imaginable. And for that I must give a huge thanks to MINI USA, Fireball Tim and Hubie for bending schedules and accommodating me so graciously. While I’m giving thanks I should also give a tip of the hat to both Taylor and Todd for everything they helped with.

[ Gabe's MTTS Photos (St Louis to Indy) ] Flickr.com

Over the last week or so my respect for the Cooper S JCW kit has grown immeasurably. Driving almost 1,500 miles in seven days is a great way to find a car’s potential and its faults. Yet with the JCW MCS, the latter was almost impossible.

But before I get to my final thoughts on the car let me recap a bit. MINI USA gave me the keys to a 2006 MINI Cooper S with the JCW package and basically said, have at it and let the world know what you think. As the owner of a Cooper S with a pulley and a number of other modifications, this was a chance to do a direct comparison between the two cars and see what it was like to actually live with the JCW MCS. The test car was lightly specced. Chili Red/White roof, Sport package, JCW package and 18″ Matte Black JCW wheels. From a performance standpoint one couldn’t ask for anything more save for the JCW suspension or a full-on GP.

So I set out on a week of driving that included trips to the USGP, northern Wisconsin and my usual jaunts throughout Chicago. Highway mileage, Chicago grid-patterns and curving country roads provided the test-bed. Four short reviews later and I’m here to give you my final thoughts.

Let’s start with the comparison that everyone seemed to be asking about. How does the Cooper S w/the JCW kit compare to a modified MCS? First and foremost the JCW is smooth. I know it’s been said before but you just can’t say it enough. The car feels as if countless hours of testing went into every component in an effort to make the drivetrain as close to perfection as possible. It not only shows in the power but in the way it drives at low speeds around town. Where my MCS with a 15% pulley, Supersprint exhaust, and JCW intake can feel a little urgent and, at times, frantic (not bad things mind you), the JCW feels completely smooth and unflustered. It’s actually easier to drive smooth than any other MCS I’ve ever driven.

The JCW MCS also excels when the comparison turns to sheer power. The pulley (and the other mods) increase power, but they don’t add it in such a unified manner as the JCW kit. The 210bhp of the JCW is seemingly everywhere, in every gear and whenever you need it throughout the rev range.

There’s also the badge factor to consider. I had more than one person come up to the car and ask how I liked the JCW package. One guy came up to me while getting gas in central Indiana and said “nice MINI”. He changed that to “really nice MINI” once we noticed the JCW badge. There’s no questions $6000+ can get you more respect from people in the know. But since the kit contains no visual additions to the car, any added attention is from either the educated automobile enthusiast or other MINI owners.

For those who couldn’t care less about added distinction, yes the kit’s performance is as good as promised. Simply installing a pulley on an MCS does not match the experience that the JCW gives you. But that performance comes at price that makes the value of the kit all very relative. $6300 is a lot of money no matter how you slice it. And with the sport package a mandatory option for JCW equipped MINIs in the US, the price of admission is a stratospheric $29,150 including destination. That’s $4,000 over the price of my very well equipped 2005 MCS.

But asking if the JCW kit is worth it is a loaded question because it’s such an individual answer. Sure you get enormous piece of mind and performance that is untouchable by most modded MINIs. But there are many out there that simply can’t justify the cost despite how phenomenal the car is. In the end you simply have to ask yourself one little question; How fast do you want to go?

If I could order my car all over again, opting for the JCW package would be a very difficult decision. Part of the fun of ownership is slowly creating a faster, more individualized car. With the JCW kit there’s simply less to do and less to be involved in when it comes to mechanically modifying the car. But I must admit the power is addicting on a level that surprised me. Having driven a 210bhp JCW before, I had expected not to be very surprised by it all. But learning to rely on that power and even taking it for granted while flooring it in sixth gives you a new perspective on what you need vs. what you want. And sometimes what you want is what you need.

Related: JCW MCS Long Term Reviews (Parts 1 through 4) ] MotoringFile

The MINI JCW GP is the ultimate expression of factory performance for the first generation MINI. It’s a car that eschews most of the typical compromises to focus on performance both at the road and track. But what’s it like to actually live with a GP for a week? Is it a car that can become part of daily life or does the lack of compromises make it less useful as regular transportation? With all the recent GP reviews over the last few months we thought it was more appropriate for our review to focus on these questions rather than simply the basics covered elsewhere.

My week with the GP started with frigid temps and salt encrusted roads. Having driven in winter conditions since I had my license, I was generally prepared for the lack of grip. But it’s hard to be truly prepared for the power of the GP if you haven’t driven a seriously modded MINI or JCW MINI. And it was that power that made winter or cold weather driving so interesting and at times fun.

But let’s start with the basics. The GP is fast. And the sensation is so exhilarating that, if you aren’t burying the tach needle, you feel you’re letting down the car. It’s almost as if it deserves to be driven like you stole it constantly. The sensation of speed, the sounds coming from the exhaust, there are very few cars that are as immediately fun as the GP.

One of the additions (or subtractions depending on how you look at it) was the reduction of sound deadening material in an effort to reduce weight. The affect is more road, engine and exhaust noise in the cabin. This is also helped by the lack of rear seats. The net result is a car that isn’t quite as road-trip friendly as the stock MC or MCS. It’s not what I could call loud but you rarely forget that you’re driving a narrowly focused performance car.

The GP is also quite a bit lower to the ground than the stock MCS. The front air-dam in particular is exceedingly low. In fact I bottomed out several times simply driving on Chicago roads. And the side skirts aren’t much higher. To jack up the GP, you first must open the small “trap doors” on the bottom of the side skirts to reach the jack points. Then you have to insert the supplied orange blocks which effectively lengthen the jack points to protect the side skirts. To make matters worse the GP doesn’t include a standard MINI jack that typically comes with the cars as it would be incompatible with the orange blocks that extend the jack points. Needless to say fixing a flat should only be undertaken by an experienced person (or BMW dealer) with a low profile jack or an actual lift. It also means getting rid of the run-flats on the GP brings some interesting potential problems should an owner ever need to change a tire on the side of the road.

However there is good reason for the GP to be so low. For one it’s equipped with the JCW suspension that has been available as a dealer installed option for several years now. We’ve talked about the JCW suspension kit in the past so we won’t go into details here. However I will say that it is the best compromise between performance and comfort I’ve ever felt. On the performance side, the kit allows the MINI to be better planted in corners not only helping with handling but also significantly improving power delivery from the apex out. Or in other words it reigns in motion as the result of weight transfer and keeps the MINI better composed allowing the two front tires better grip to apply power out of the corner. The JCW suspension kit is a welcome addition to any MINI, but on the 218bhp JCW GP, it’s even more helpful in getting around corners faster and getting power to the ground. It’s also probably the most underrated part of this car.

Yet the GP is even lower than the typical MINI equipped with the JCW suspension. This is due to that extremely low body kit I mentioned earlier. But as opposed to most “aero” kits found on cars, the GP’s is quite functional in reducing lift and helping the car feel more stable at high speeds.

Also part of this equation is the plastic under-tray and rear wing. On the standard MINI, BMW didn’t particularly pay attention to the aero efficiencies of what was under the car. However on the GP, BMW designed two long plastic trays that cover most of what is down there and work with the aero kit to create less lift and potentially more downforce.

However even more important in creating true downforce is the radical looking rear wing. Unlike all other OEM MINI wings or spoilers, the GP’s wing is attached to the boot and effectively sits behind the roof. According to sources, this is the result of aero work that showed that position to be more efficient at producing downforce and creating more high-speed stability – something stock MINI has always lacked. The wing is attached to the rear boot via reinforced molded plastic and the center portion is made entirely of Carbon Fiber. Compare this to the normal JCW wing which is simply plastic with a carbon fiber laminate applied to the top and you start to understand why MINI pegs the cost of a replacement GP wing at over $2,000.

Another GP specific item is the updated intercooler that helps bring the power output up to 218bhp from the standard 210bhp on the 2005 and 2006 JCW MINI Cooper S. And to be honest that even feels conservative. But it’s the way that power is delivered through the power-band that differs from the stock JCW. The GP pulls very strong all the way to and past it’s 7,000rpm redline. In fact, we heard from several sources that MINI was rather conservative with the 7,000 redline. One wonders what engineers could have done if they had just a bit more time. Surely 7,500 or 8,000 could have been achieved.

All this power is put to the ground via some light (19.8lbs is definitely light for OEM standards) 18″ wheels and Dunlop SP Sport 01 DSST. These are the same tires I’ve written about previously on MF having had them on my JCW wheels last year. I won’t go into details here on the tires (since it’s been done before on MF) but I will say that they are generally a solid set of performance tires. They’re great on the street, decent on the track, passable in the rain and deadly in the snow.

But the GP’s wheels (internally named R107) are a little more interesting to me. At over 5lbs lighter than the stock S-lites yet an inch larger in diameter, it would seem they offer the best of both worlds – a rarity for an OEM wheel. What that means is they both have great on edge feel (due to the size of the wheel vs side-wall) and give the car an eager feel at turn-in (due to the weight reduction). Both things only found in the aftermarket previously.

The US spec GP’s interior is a bit less special than the rest of the car. Due to US airbag standards (specifically the seat sensors that have been mandated since 2005), the US GP doesn’t get the wonderful Recaros that are standard everywhere else in the world. And while the cloth/leather seating is generally good, it’s not up to the excellence of the rest of the car. While the change does keep the price down, the seats tend to let down the car more than they should.

Another omission (which the whole world shares in) is the lack of the superb JCW steering wheel. While again cost was surely an issue with this and other potential interior accessories, the addition of the JCW steering wheel would have been a very nice touch.

If you’re an audiophile you’ll also be a bit disappointed. Four speakers (all in the doors) do not make for the best sound-system. Driving around Chicago on a Saturday night with the latest mix pumping out of four lowly speakers reminded me of driving in my friend’s ’84 Cavalier as a sophomore in high school with no radio and a boombox on the dash.

Also a disappointment are stock vinyl shift and ebrake boot gaiters. The JCW alcantara gaiters would have been a nice touch to go along with the alcantara/leather JCW steering wheel. And then to top it off, the JCW leather dash would have been a fantastic addition as well. But then again MINI had a price point to hit and surely any dealer would be happy to help you correct these oversights for a price.

Of course the real star of the show when it comes to the interior is the lack of rear seats and that shiny bar in the back. While the bar may not be entirely useful in a structural sense, it does help keep your groceries from flying into the back of the seats (all while looking fantastic). Not all that an underrated feature if you plan to use the car as semi-daily transportation. In theory it also gives you a place to anchor a child seat with the provided anhor point. However those looking to use their Schroth Harness for track use, (an activity that this car desperately begs for) will need to lift up the carpeting and find the anchor points below the floor.

One thing I noticed about the small additions behind the front seats was the small door that leads to the compartment below the floor absolutely would not stay latched. The very rudimentary mechanism that closes the door seemed poorly designed and not really well thought-out. Luckily the weight of the door kept it from popping open constantly. But small things like this (while somewhat annoying) reinforced the bespoke quality of the GP compared to a standard MINI.

Speaking of build quality GP #0317 was not without the infamous MINI rattles. While the main one emanated from the dash (big surprise), more troubling was the odd plastic on plastic rattle from the rear. And without some sound deadening material and any back seats, that rear rattle got annoying very quickly.

Another small build quality issue that seemed to be exclusive to all GPs I’ve driven and ridden in was the way you had to shut the boot. By the end of our time with the car we were calling it the “GP slam”. We found the only way to be sure the boot was closed was to (with the boot open) put your hand on the license plate (God forbid you touch the metal!) and then to slam it with just enough force to make you feel uncomfortable. Only when you felt a little worried that you just broke your $32,000 car would it be fully closed.

After spending seven days with the GP I came away with three main attributes that (for me) defined it as special over the stock MCS: addicting power all the way to red-line, sublime sounds, and improved dynamics. Now trying to pick one of those three as the single most impressive attribute of the GP is incredibly difficult. Looking at it logically one would have to say that the increased power and dynamics have to be the top two. And choosing between those two would seemingly be easy, right? While the increased horsepower is a huge part of the car, on public roads all that power and speed only does so much. At the end of the day the thing I miss most about the GP is the way it handled. The way it absolutely refused to pitch, roll, squat or dive in hard driving, how it felt utterly planted at speeds that make most MINIs feel nervous was eye-opening. For me the soul of the GP comes down to the aero work done throughout the car, reduced unsprung weight with the aluminum rear control arms, the addition of the superb JCW suspension and the weight reduction that brings it all together.

While all this makes for an great track car, what does it do for the general day to day livability of the GP? No, it may not be the right choice for those who need more than two seats occasionally. But for those who can look beyond that, this car does everything anyone could expect of it while feeling and sounding better (and yes badder) than any other factory MINI out there. It’s great with gas (despite the fact that I recorded 16.8mpg in my “rigorous” tests), it fits anywhere and it swallows luggage or groceries as well as a 3 series.

One of the most loved attributes of the MINI is it’s ability to be a great track car while being versatile enough to act as a useful part of daily life. What MINI has done with the GP was to turn the performance portion up to 11 while keeping most of the versatility of the stock car intact. The net result is a truly special car that is hard not to fall in love with more and more each day. Simply put, the GP is the ultimate MINI.

Full size versions of the photos above can be found on Flickr here: MF Review: JCW GP

When MINI released the R56 JCW we all groaned at the lack of visual differentiation. And while MINI has eventually fixed that issue with the 2012 models, there are still three years of JCW out there that, for all intents and purposes, don’t look any different than a Cooper S. This is particularly an issue when trying to find one used. I recently had a senior editor of a very large automotive website ask me for help in the JCW quest and I was blown away at how hard the process had become. I told him not to give up because the JCW was definitely the one you’ll want. But it takes patience and just the right amount of arcane MINI knowledge to find a real JCW.

As enthusiasts know, it’s not always easy to look for used cars on the web due to misleading descriptions. Often I leave it up to the photos to tell me the real story about the car. When it comes to the JCW, even that can be tricky. So what’s the secret?

Here are a few MotoringFile approved tips for all those looking at used R56 JCW. Hopefully these help you find the real-deal.

• Look for the wheels. JCWs came with a set of silver 17″ Challenge Spokes until 2010 when black also became optional. However note that I’ve seen more than one used JCW stripped of it’s Challenge Spokes by a previous (and greedy) owner sitting in a car lot.
• The massive red calipers of the Brembo four pot JCW brakes should be peeking through the front wheels. You can differentiate these from the aftermarket as they are the shape of the MINI wing logo. Although its worth noting dealers sell these as kits that easily bolt onto any R5X MINI.
• The JCW grille badge should be placed on the lower left side of the lower front grille. Around back there should be no mention of the word “Cooper”. Instead just a surf-board shaped JCW badge on the right side of the boot.
• Inside there should be a cheap looking plastic checkered flag sticker stuck to the right side of the dashboard. Surprisingly it’s legit.
• From 2008 to 2010 the red shift pattern was exclusive on the JCW.
• From 2011 on JCW offered a chili red roof on all R55 and R56 JCWs. Take rates have been low but it’s an easy way to spot a thoughtfully appointed JCW.
• From 2011 on JCW offered exclusive dark background gauges that make the interior much more distinctive (especially given MINI’s goal speedometer).

In the years ahead one of the most frustrating things used JCW shoppers will find is the proliferation of the JCW Pack. In 2011 MINI starting offering what they call the JCW Package which adds the JCW Aerokit, above mentioned Challenge wheels, JCW door sills and even the shift knob with the red shift pattern.

Why did they offer the look of the JCW without the go? It was a business case issue. Because JCWs hadn’t sold in the numbers they hoped for (perhaps because there was no visual differentiation) MINI couldn’t rely on JCW sales alone to make adding the aero-kit to the factory profitable.

And all of this meant another thing – depreciation. Yet the fact that JCWs don’t hold their value is a boon to anyone looking for one on the used car market. In fact the more I looked and the more I got into it, I realized that a used R56 JCW is probably one of the best used car buys for the enthusiast today. If you can find a real one.

When will the Countryman get a JCW version? It’s a frequently asked question here on MotoringFile, and we finally have an answer for you. While we don’t have specific release dates as of yet, sources at MINI have told us that the JCW Countryman will not make an appearance in model year 2012. What’s the reasoning? Because the 2013 JCW Countryman will be worth waiting for.

While that might be disappointing to many holding out for the extra grunt of the JCW, your wait will be worth it. MINI tells us that before the JCW comes to the Countryman, the engine will first undergo a refresh. Most importantly, this next generation JCW powerplant will finally bring variable valve timing to the JCW engine.

If the 2011 Cooper S engine refresh is any guide, the updated JCW engine should see a very noticeable uptick in power as well as gains in efficiency. In fact we predicted 220 hp for the JCW Countryman a few months ago based on sources and we’ll stick that figure based on what the technology brought to the Cooper S.

Is it worth the wait for a high-performance Countryman? You tell us in the comments.

We’ve been reported for several years now of MINI’s intention to bring to the market a 2nd generation GP. The first of course being based on the R53, remains the most powerful and motorsport focused production MINI of all time. Last year the rumors of what the car will be based on went from R56 hatch to the R58 Coupe. And now we’re hearing about yet another change, this time to the upcoming Roadster.

It’s just an idea at this point so we stress that a GP based on the Coupe still very much happen. In fact, according to sources MINI has two plans on the table; one involving the Coupe and the other the Roadster. However it’s the Roadster that will focus on today.

In using the Roadster as a donor car, the plan would be to strip out he interior to reduce weight where possible. In addition to that MINI would add a clip-on hardtop to give the car a motorsport look.

Under the hood look for the venerable 1.6L engine to go from 210 bhp to around 220 bhp and for MINI to finally get serious with the car’s suspension. Rumors are that, like the previous GP, this car (whatever form it takes – Roadster or Coupe) will come with the JCW suspension as standard.

What are the odds of a GP Roadster? Honestly we’d be surprised if MINI chooses it over a GP Coupe. But it remains a tantalizing idea.

The MINI Coupe has debuted, been driven and totally dissected. Now it’s for the accessories. Specifically of the JCW variety. MINI will be releasing a set of new JCW accessories later this fall for the Coupe starting with what you see above. And the eye-catching has to be the JCW spoiler. Let’s go through the list and take a closer look.

• JCW Coupe Spoiler. Reportedly this blocks the standard spoiler that raises at 50 mph but gives the car even less rear lift.
• JCW Engine Tuning Kit. In the US the JCW Engine kit increases power from 181 hp to 195 hp and torque goes up to 184lb-ft between 1700-5500rpm (and about 200lb-ft between 1800 to 5000 rpm with overboost).
• Black trimmed JCW Rear Lights. Hot aren’t they? We’re not entirely sure if these are interchangeable with the R56 but we know they’ll work on the R57 and the forthcoming MINI Roadster.
• Carbon Rear Trim This is the same as on the R57.
• Cross Spoke R113 Red Stripe Wheels. These are new for 2011 and are based on the best looking JCW wheel currently produce.
• Cooper S Side Decals. Self explanatory and not necessarily something we’d put on a car full of JCW accessories.

Click on the image below for a hi-res view.

Hat tip to Oliver from attractive4mini.

We’re getting to be bigger and bigger fans of the chaps over at Winding Road. While we’ve written about the topic for years, it’s great to finally see another outlet pick-up the story.

We recently featured their rather good comparison between the new Fiat 500 Sport and the MINI Cooper. They’re back, and this time with an in-depth look at what might happen if you pitted a factory Cooper S JCW against a regular Cooper S with aggressive aftermarket tuning. What kind of performance could the aftermarket provide, and for how much less than the $6,100 JCW premium?

The article breaks down the upgrades gained in the factory JCW, then explores what can be hypothetically be done at aftermarket tuning shops like Detroit Tuned and OutMotoring (who they mention specifically) and for how much less money. The end result of this little mental exercise? A savings of about $1,000 for similar or arguably better performance. There’s a catch though.

You see, modifying your car is a great way to void the factory warranty, should something go wrong because of your modification. Therein lies the appeal of the JCW, in that you can get a great deal of performance, with the security blanket of a warranty for less than $2000 over the price of the aftermarket car we just built here.

So there you have it. The JCW looks like the best choice on a new car. Once your Cooper S is out of warranty though, well, that’s a horsepower of a different color. Take a look at the full article over at Winding Road.

For years now we’ve talked about the JCW Countryman. And for years that talk has been fed by well placed sources and good info. But until now we’ve never even seen the most camouflaged prototype out testing. Until now. Behold, the JCW Countryman.

Thanks to the intrepid spy photographers at the Motor Authority we have our first look at the JCW Countryman. Lowered and clad with the JCW aerokit and 19″ JCW wheels this is the Countryman many of us have been waiting for. Now, let’s take a closer look at what to expect with the JCW Countryman.

Our sources have indicated for awhile that the JCW Countryman will come, from the factory, the way the R56 should have from the start. Because the factory at Magna Steyr has more option capacity, there’s more for MINI to spec the car with. So that means (as seen here) 19″ JCW R129 Double-Spoke wheels, JCW brakes, JCW aerokit and even the JCW suspension. Yes the JCW Countryman appears as if it will be well specced and sorted from the factory.

Then there’s the engine. With around 3,000 lbs to motivate we believe MINI won’t be sticking with just the 208 hp JCW engine. Based on some educational guesses and reading between the lines of what a few sources have said to us, we believe MINI will introduce a newer, higher power 1.6L JCW engine with the Countryman. What will that figure be? We don’t know but we’d guess something north of 215.

So when will this hyper-Countryman be available? With the Coupe being released in the next few months we’re guessing it will either be pushed to late this year or perhaps even early next. Our money is on Geneva and winter of 2012.

Last Sunday the 26th of June Top Gear Season 17 debuted with Jeremy Clarkson driving the BMW 1M and James May racing the MINI JCW Countryman WRC against a sled. We’ll leave the 1M to our sister site and of course focus on the JCW WRC. Unfortunately this version of the video omits Captain Slow giving the rally car the business on public roads. To say he was impressed would be an understatement. But we’ll have to make due with just the main event: Chris Meeke racing against him is Amy Williams, the British Olympic skeleton gold medalist.

We won’t give away the result but we will say (in true Top Gear fashion) it’s very close.

Since 2008 we’ve heard rumblings of a higher performance JCW model (in the vein of the 2006 GP) that would close out the R56′s production cycle. The rumors have always centered around more power, better aero and the JCW suspension as standard. Then over a year ago a spy photographer working for Leftlanenews captured these images that seemed to correspond with what we knew of the car. The main feature being the enormous MINI Challenge-esque rear defuser.

Fast forward to today and we see new photos courtesy of Autoblog that appear to show the same formula in an updated prototype form. The key indicators that this is the real deal are:

• Redesigned and re-profiled front grille
• The lower JCW suspension seen in the smaller wheel/tire gap
• Huge rear diffuser clearly derived from the Challenge race car.
• The more subtle and functional spoiler
• Updated front splitter seemingly taken from the Coupe

So what does all this mean? We believe we’re seeing a special edition R56 JCW that will be a limited run sometime next year. We expect more power and torque along with better aero (less lift in the year) and perhaps even a reduction in weight (a la the GP). It’s also not that hard to fathom these tweaks being applied to other JCWs based on the R56 (R58 coupe for instance) and being sold as limited editions in the coming years.

Needless to say this is what we and many of you have been waiting for. Rest assured you’ll be hearing more on this car at MF in the coming weeks and months. Until then go check out the full gallery over at Autoblog.com

If you follow us on Twitter you may have already seen the news. As part of an effort to further differentiate the sub-brand’s cars from standard MINIs, MINI AG is making the JCW aerokit standard across the entire range of JCW cars. It’s a move we have called for since 2007 and we applaud MINI for finally making the right decision. So what took so long. According to sources it was plant capacity. Once MINI ditched the optional aerokit tyat launched with tue car in 2007 there was room to move the JCW kit to the plant. Albiet with some changes that allow for simplier installation. In addition to that the front splitter on tue Coupe has been lengthened a few millimeters for a more aggressove look.

Look for 2012 production to start in August of this year.

This video has been on MotoringFile before, but it’s worth reposting in the context of MINI’s epic return to the World Rally Championship. We’ve seen the official S2000 version of the rally car this week and MINI has confirmed the race venues for this season. Now let’s take a look back at the two chaps who helped build that rich racing heritage as they take a modern MINI ’round the snowy curves of the classic rally route.

Fun fact: During the filming of this segment, Rauno pitched the car around one of the corners so hard, he dislodged the nose camera rig right off the front of the car — something the film crew assured him he couldn’t do. The moral of the story: Never underestimate a MINI.

Today MINI has taken the wraps off of the final Countryman JCW S2000 Rally car. This is the final design and specification that the MINI WRC Team will entrust to drivers Dani Sordo (ES) and Kris Meeke (GB) for its debut in the premier category of rallying at the Rally Italy from 5 – 8 May 2011. Further entries are planned in the WRC events in Finland, Germany, France, Spain and Great Britain. And based on early reports it looks like private teams will line up with the Super2000 version of the car at the end of March in Rally Portugal. (Hi-res photos & video after the break)

“We are delighted to present the MINI John Cooper Works S2000 here in Geneva,” said Dr Wolfgang Armbrecht, Senior Vice President Brand Management MINI. “MINI has joined forces with a highly experienced partner in Prodrive, and our colleagues in England continue to oversee the development of the MINI John Cooper Works WRC. When you add the turbocharged MINI engine and the BMW Group’s expertise in the world of motor sport to the mix, you can see we have an exceptional blend of attributes which will take us quickly to the next stage. The car’s technical make-up and driving characteristics make it the perfect fit for rallying. Entering the WRC takes MINI back to its rally roots and brings this heritage right up to date.”

Versatility lies at the heart of the new rule-book drawn up by the sport’s world governing body, the FIA. The 2011 regulations put private teams in a position to line up with the same cars as the factory team. The idea is to allow for the unexpected. In Portugal, for example, the Brazil World Rally Team will be sending the Brazilian Daniel Oliveira into action in a MINI John Cooper Works S2000, and reigning PWRC champion Armindo Araujo (PT) will line up in a MINI for the Motorsport Italia outfit. Oliveira and Araujo will then swap over to the MINI John Cooper Works WRC for Rally Italy. Prodrive is currently working on 12 MINI rally cars for delivery to customers across Europe.

Three key areas set the WRC car apart from its Super2000 sibling. The MINI John Cooper Works WRC will gain a larger rear wing and its front end will boast greater aerodynamic efficiency. On asphalt rallies the WRC machine will be fitted with water-cooled brakes on the front axle, while the side windows of the MINI John Cooper Works WRC will be made from ultra-lightweight plastic.

The powerful heartbeat of both cars will be generated by the turbocharged 1.6-litre engine used in standard MINI production cars, but optimised by BMW Motorsport for use in numerous race series. Indeed, this engine also powers the BMW 320 TC run by privately-entered teams in the FIA World Touring Car Championship. So it looks like those rumors of a MINI engine in a BMW finally came to fruition. Just a little differently than we expected!

The diameter of the air intake restrictor is also identical, although Prodrive also offers a variant with a smaller restrictor for championships where WRC cars are not permitted. Customer teams can order both the MINI John Cooper Works WRC and the Super2000-specification car from Prodrive as part of an extensive service package (which we published last year here).

The MINI WRC Team has further tests lined up over the coming weeks, before the car is presented to the public at the MINI plant in Oxford (GB) on 11th April 2011. However as part of the launch process the official MINI Motorsport website www.MINImotorsport.com is now live. On the site fans can find news, pictures, videos and much more besides on the brand’s motor sport activities; features include detailed profiles of both the MINI WRC Team and the MINI John Cooper Works WRC. MINI Motorsport is already up and running on Facebook and YouTube (www.facebook.com/MINImotorsport and www.youtube.com/MINImotorsport).

The FIA WRC Calendar 2011

• 10-13 February 2011 / Rally Sweden
• 3-6 March 2011 / Rally Mexico
• 24-27 March 2011 / Rally Portugal
• 14-16 April 2011 / Rally Jordan
• 5-8 May 2011 / Rally Italy*
• 26-29 May 2011 / Rally Argentina
• 16-19 June 2011 / Rally Greece
• 28-31 July 2011 / Rally Finland*
• 18-21 August 2011 / Rally Germany*
• 8-11 September 2011 / Rally Australia
• 29 September-2 October 2011 / Rally France*
• 20-23 October 2011 / Rally Spain*
• 10-13 November 2011 / Rally GB*

* The MINI WRC Team is planning to enter these events

High Resolution Photos

Portions of this report are taken from the official press release.

This comes to us from White Roof Radio co-host and MotoringFile contributor, Todd Pearson.

In 2006, MINI announced they would be producing a performance-oriented special edition model that would be lighter weight and limited in quantity worldwide. As we all know, that edition was dubbed the MINI Cooper S John Cooper Works GP edition. Two thousand individually numbered GPs were produced with 415 sold in the US. I wasn’t immediately smitten when the GP was announced but the car grew on me so much that I put a deposit down and paid extra to take part in a special delivery of the very first GPs delivered during the first MINI Takes The States. The special delivery took place at Laguna Seca during the kick-off to the Monterey Historics in 2006. Needless to say, as soon as I laid eyes on the Thunder Blue Metallic paint, carbon fiber wing and unique aero kit on the GP, I was in love with this car.

As many know, I was so in love with the GP that a couple years later I bought a second one when it showed up at my local dealer. The car is that great. After almost a year with two GPs, I’ve made the tough decision to sell that first GP. You read that correctly. At the risk of sounding self-serving, I’m writing about it here because it’s a rare car with a great history and, while a GP shows up for sale now and then, it’s nice to be able to let the MINI enthusiast community know about a great car like this when it becomes available. So for the next week, you can bid on GP #0083 by clicking on over to eBay. Not to worry, I keeping the second GP and will stay a MINI owner and enthusiast for a very long time. It’s just time for someone else to enjoy owning this truly great MINI.

Historically we haven’t minced words when it comes to the factory “MINI aero-kit”. We’ve never been fond of the look. And apparently we weren’t alone. Even if MINI didn’t see the negative comments on it over the years on MF they have now seen the numbers. Yes sales have been much less than anticipated and MINI has made a change. Starting with March production the “MINI Aero-kit” (as it was confusingly known) will be replaced at the factory by the JCW Aero-kit.

What does this mean for those looking to buy a MINI? For starters the JCW Aero-kit should get less expensive. Currently the “MINI aerokit” can be had for $1250 via the factory. The JCW aerokit lists for $1961 before painting and installation.

It also means a better looking MINI. But I guess that’s obvious right?

There’s no word on how (if it all) this will change the JCW model as we know it.

Much like the M Sport packages from BMW M that’s offered on non M cars, JCW now has a ‘Pack” for non JCW models. The JCW Pack consists of the:

• JCW aerokit
• Challenge spoke wheels
• Dynamic Traction Control (DTC)
• Electronic Differential Lock Control (EDLC)
• Entry strips
• Sport steering wheel with red stitching

But also importantly this signals the first time the JCW aerokit has been available from the factory. So that means JCW cars can now opt for this package to get the full look.

In other JCW news MINI has officially released the update tuning kit for the Cooper S. HP is up to 200 (in UK trim) and torque remains at 199 lb-ft of torque due to the clutch and transmission not being rated for higher numbers. As before the tuning kit comes with an updated intake, exhaust and software.

Finally JCW has released a new 18″ wheel for the R55, R56 and R57. The Cross Spoke Red Stripe (photo after the break) fits well within JCW’s new black and red motif and is the best looking JCW wheel (outside of the new R60 19″ wheels)we’ve ever seen from the brand. Official release and photos after the break.

Official Release: A John Cooper Works Pack has now been developed for the MINI and MINI Convertible, offering components that give the cars a head-turning sporting allure – both technically and stylistically. The model-specific interior and exterior components optimise the handling of the MINI and ensure it delivers an impressive visual impact. The John Cooper Works Pack is due to be available from the second quarter of 2011 as a factory-fit option.

Key to giving the cars fitted with the John Cooper Works Pack their imposing appearance is the aerodynamics package, which lends the front, rear and flanks of the MINI and MINI Convertible an undeniably sporting flavour. The black border around the lower part of the body is highlighted particularly clearly at the front and rear by a centrally positioned indentation. The inner section of the surrounds for the positioning lights or foglamps on the outer edges of the front apron feature horizontal slats. Plus, the radiator grille has the same honeycomb structure as the lower air intake. The side skirts continue the dynamic thread, curving inwards with a sweeping flourish and adding a stylised opening at the rear. As part of the aerodynamics package features, the powerfully formed rear apron includes prominent cut-outs at its outer edges which mimic the appearance of the positioning light and foglamp surrounds integrated into the front apron.

The 17-inch weight-optimised light-alloy wheels in John Cooper Works Cross Spoke CHALLENGE design ensure the best possible contact with the road. Moreover, the John Cooper Works Pack comes with the traction mode DTC (Dynamic Traction Control) added to the standard-fitted stability system DSC (Dynamic Stability Control), as well as EDLC (Electronic Differential Lock Control) – the electronically controlled locking function for the driven axle differential. DTC mode, which is activated at the touch of a button, raises the intervention thresholds of the stability control technology, making it easier to pull away on loose sand or snow with a degree of wheel spin. The system also allows controllable slip through the driven wheels under particularly sporty cornering. The EDLC system assists a sporty driving style when accelerating out of corners and sharp bends. In tight corners it brakes a spinning driven wheel as required to enhance the car’s traction without adversely affecting its self-steering properties. And that allows the driver to feed the car through corners more smoothly, as well as at greater speed.

The interior components included in the John Cooper Works Pack also play their part in creating a full-blooded driving experience. These include John Cooper Works door entry strips and the John Cooper Works sports leather steering wheel with red contrast stitching. Cars with a manual gearbox are also kitted out with a John Cooper Works gearshift lever with red shift pattern lettering and a leather gaiter with red contrast stitching. Customers specifying a manual gearbox will also find the handbrake gaiter featuring red contrast stitching.

The John Cooper Works Pack is available for all engine variants of the MINI and MINI Convertible and can be combined with eight body colours. The aerodynamics package included as part of the John Cooper Works Pack can also be ordered on its own for the MINI John Cooper Works and MINI John Cooper Works Convertible.

Exclusive to the MINI Cooper S: John Cooper Works Tuning Kit.

The selection of John Cooper Works retrofit options will also welcome some attractive new additions in spring 2011. Customers keen to sample the sporting driving experience in the MINI Cooper S, MINI Cooper S Clubman or MINI Cooper S Convertible in an even more focused form will be able to order their cars with the John Cooper Works Tuning Kit. Performance-optimised engine management and a specifically designed air filter system enable the twin-scroll turbo engine to develop even greater power. Indeed, the maximum output of the four-cylinder unit rises another 12 kW to 147 kW/200 hp at 5,700 rpm. Plus, the driver can call on maximum torque of 250 Nm (184 lb-ft) between 1,250 and 5,000 rpm when some seriously forceful acceleration is required – and this can be raised to as much as 270 Nm (199 lb-ft) between 1,800 and 5,000 rpm courtesy of the Overboost function. All of which means that the MINI Cooper S can sprint from 0 to 100 km/h (62 mph) in just 6.8 seconds and record a top speed of 234 km/h (145 mph).

The John Cooper Works Tuning Kit includes a model-specific sports silencer with chrome tailpipes, which optimises the exhaust gas discharge and gives the engine sound a particularly sporting note. It is available for retrofitting on all relevant models with manual gearbox produced since March 2010. It meets the MINI brand’s high standards of quality and safety in terms of both design and engineering and is retrofitted, like all John Cooper Works accessories components, by authorised MINI Service Partners. This means that the car’s warranty will remain unaffected.

Another new addition to the John Cooper Works accessories range is the 18-inch Cross Spoke Red Stripe light-alloy wheel variant, which will also be available from spring 2011. The black wheel features the innovative addition of a red trim strip on the wheel rim. This high-quality marking is produced by means of a special painting process, and the colour tone is identical to the red of the painted John Cooper Works brake callipers.