2011 was a banner year for BMW and MINI. MINI sales were up 22%, making for its strongest sales year ever. With sales, came profits. Smart on the other hand, not so much. Recently Businessweek did a comparison piece contrasting MINI’s success against the dismal, -$100M loser that is the Smart car. Even though the Smart debuted several years earlier, and at a much lower price point, the MINI has managed to out-sell the Smart three-to-one. In their analysis, Businessweek sites growing model diversification as a key part of MINI’s success over the Smart.

When Daimler (DAI:GR) introduced its tiny Smart two-seater in 1998, it was convinced that a high-end micro-car for crowded urban areas was an idea whose time had come. It had—just not for Daimler. Three years later, BMW (BMW:GR) rolled out its own diminutive model, an update of Britain’s vintage Mini, which soon surpassed the Smart and evolved into a family of roomier small vehicles. In addition to losing control of an urban car market it helped create, Smart has racked up more than €4 billion ($5.3 billion) in losses, according to estimates by Sanford C. Bernstein analyst Max Warburton. “Smart had the wrong strategy,” says Ferdinand Dudenhoeffer, director of the Center for Automotive Research at Germany’s University of Duisburg-Essen. “The niche for two-seaters isn’t that big. They lost a lot of time while Mini systematically expanded its model portfolio.”

With the MINI family set to grow to ten models in the next few years, their strategy of model diversity seems to be paying off big. MINI remains the only brand focused on being premium and small, while competitors continue to dabble in that combination hit and miss. MINI’s head start in the segment will continue to be a difficult lead for their competition to overcome. That, without even going into the character of the cars, which in my opinion, is the key factor of MINI’s winning formula.

[Source: Businessweek]

We love a good comparison test here at MotoringFile, especially when the MINI gets its due as a driver’s car – especially the Cooper. While MINI doesn’t always come out on top in these small car shoot outs, it’s always interesting to see how the automotive press compares the Cooper to its rivals. This month, Motor Trend published a story pitting the MINI against the Scion tC, Honda CR-Z, Volkswagen Beetle, Hyundai Veloster, and of course, the Fiat 500. These, as the misfit group of the automotive world — the odd balls. Spoiler alert, MINI came out on top.

If you haven’t heard, MINIs are really fun to drive. That doesn’t just apply to the turbocharged S model, either. Much to our delight, the base MINI is no penalty box. Instead, it was the unanimous winner. Despite being one of the least-powerful cars here, the MINI laid down the second-fastest 0-60 time and the best stopping and skidpad performance by far, and still pulled off the second-best observed fuel economy, losing to the hybrid CR-Z by a tenth of an mpg. To top it off, despite a well-earned reputation for pricey options, the MINI wasn’t the most expensive car here.

It’s refreshing to see someone outside the enthusiast community recognize the sweet spot the MINI lands in. Speed, cornering, style and fuel economy. Look outside the MINI brand, you usually end up compromising something. You’ll trade economy for speed, cornering for more ride comfort, or simplicity for character. But the one thing that we were happy to see mentioned is the steering. Within the MINI Community there’s been some complaints about the current generation’s electric steering versus the previous. While we’ve always maintained there’s about a 10% loss of feel, it’s still one of the best front wheel drive systems out there for feedback, weight and control. And it would seem Motor Trend agrees as well.

Of course, it’s not all praise. Motor Trend had the typical car tester complaints when it comes to the MINI.

Of course, there are some drawbacks. You either love or hate the MINI interior, and its oddball ergonomics had more critics than defenders. Detractors conceded you’d probably get used to them. There’s also the issue of the cargo capacity, or lack thereof. The smallest trunk of the bunch (yes, even smaller than the Fiat’s) came under fire for its serious lack of practicality, but the tradeoff of useable back seats helped offset it.

As often happens, the MINI came out on top because of its driving dynamics. The things that make the MINI what it is aren’t in the specs you find on paper. It’s the experience behind the wheel.

The MINI won, of course, with its driving. The one-two punch of smart gearing and a thick power band make the most of the available power, and they’re accessed via a precise shifter and well-positioned pedals. The real magic comes from the solid chassis, sport-tuned suspension, and direct, communicative steering. To be fair, our tester was optioned with larger wheels and better tires and an electronic limited-slip differential, but these wouldn’t affect the handling enough to take the MINI out of first. MINI’s dedication to the driver pays off in handling that trounced the field, albeit at the price of a harsh ride on rough pavement. Unlike some other contenders, though, you feel like you’re getting something in return for your chattering teeth.

Check out the full story, included how the rest of the competition faired in the hands of Motor Trend’s drivers over at their website.

[Source: Motor Trend]

Is this the first credible competitors to the MINI Cooper S? We won’t know until we get behind the wheel of the US specific Abarth, but we can take a quick look some of the more important stats.

• 160 hp / 170 lb.-ft
• Upgraded suspension with (FSD) Koni front-shock absorbers and a .6 lower ride height
• 10% quicker steering rack
• Larger single position brakes with 11.1-inch rotors
• Abarth-tuned ESC system
• Optional 18.9 lbs 17″ wheels
• Heavy-duty five-speed manual transmission
• no weight given

Promising no? Yet it’s hard for us to forget our less than stellar experience in the 500 Sport earlier this year. Here’s a quick excerpt to remind you:

The Fiat 500 Sport does not compare favorably to the MINI Cooper in ways an enthusiast would appreciate. The steering is light and the clutch lighter. The manual transmission is vague at best and any propulsion out of the highly acclaimed 101 hp Multi-air Fiat 1.4L four cylinder feels like a happy coincidence. Within a half block behind the wheel of the 500 I was in ‘leisure’ mode whether I liked it or not.

We panned it’s performance in almost every aspect (as compared to the standard Cooper) but praised the cost (and the cost of ownership) considering it’s style and substance. Now that there’s a Cooper S fighter on Fiat lots, it will be fascinating to see how it stacks up. Especially given the impressive spec sheet. Let’s just hope (for Fiat’s sake) it’s a dramatically better car for enthusiasts.

For a refresher, check out our Fiat 500 Sport review.

Teased during the Super Bowl, the New Beetle is now even newer, making its first big evolutionary leap since the car debuted in 1997. The new New Beetle is squashed and stretched and feigning aggression from most angles — reflecting VW’s desire to re-masculate the Beetle franchise. Because honestly, not enough of the car market is aimed at young men. Am I right, fellas? Now we here at MF haven’t gotten any wheel time in the new New Beetle just yet, but here are two first impressions worth checking out:

Jalopnik’s First Drive of the VW Beetle

Autoblog’s Review of the VW Beetle Turbo

If you really want to dive head first into all things new New Beetle, head on over to VW Vortex and catch their in-depth coverage of the Beetle launch.

Let’s get this out of the way up front. The Fiat 500 Sport does not compare favorably to the MINI Cooper in ways an enthusiast would appreciate. The steering is light and the clutch lighter. The manual transmission is vague at best and any propulsion out of the highly acclaimed 101 hp Multi-air Fiat 1.4L four cylinder feels like a happy coincidence. Within a half block behind the wheel of the 500 I was in ‘leisure’ mode whether I liked it or not. Yet it didn’t take long to really come to appreciate the meandering quality of the performance and the confident (and unfortunately cheap) ambiance of the Italian style inside and out.

But let’s not lose focus on what this car is. Clearly Fiat isn’t trying to out-do the MINI in terms of driving dynamics. Instead it’s focused on bringing costs down to deliver a stylish small car at an affordable price. Case in point the Fiat 500 Sport we tested came to $19,500 with Rosso Brilliante exterior paint, sunroof and the safety and convenience package. It’s a pretty impressive value proposition when you consider a standard Cooper with no options in the US can’t be had under $20k these days. And the Fiat 500 Sport comes with eight airbags, a better than good Bose Stereo and the cutest little red painted brake calipers I’ve ever seen.

Yet the Fiat feels a little lower rent than the MINI the second you open the door.

As much as the 500′s interior has been praised, it doesn’t take long to see where Fiat saved money. From the doors to the dash the 500′s interior is swathed in hard plastic of a variety that even the first generation new MINI (R50/R53) never had. The door pulls feel flimsy (not unlike the MINI) and the radio and climate controls are feeble attempts at interface design. Nevertheless it’s still a stylish interior. And for a car starting at $15K it’s hard to be too overly critical.

One area it compares well to the MINI is in interior space. With the space from the bulkhead to the bumper so short, Fiat has maximized the cabin and trunk space in a shape that is six inches shorter than the MINI. And putting numbers aside, the interior feels as big and (shockingly) the trunk seems even bigger.

Outside Fiat nailed the styling. It’s almost impossibly cute and blew away the MINI in heads turned in downtown Chicago. Probably the only thing that would get more attention from the stylish women of Chicago’s Lincoln Park neighborhood would be a shirtless Bradley Cooper, puppy in tow. Like the MINI eight years ago, you don’t buy a 500 to go unnoticed.

Electronically the 500 is much less sophisticated than the MINI. Gone is the three stage traction and stability control of the MINI and in its place a simpler stability control system that does a decent job of being transparent. Although it’s not hard with only 101 hp and 98 ft lbs of torque on tap.

Like the MINI the 500 also has a sport button that adds weight to the steering and a slightly more aggressive throttle mapping. But the key word in that is slight as in you barely feel the difference.

This feeling of being a generation behind MINI’s electro gadgetry carries on inside with the iPod connection. It relies on a system similar to MINI’s from the R50 or early R56 models that include a USB port in the glovebox and rudimentary controls within the radio interface.

But if we’re going to compare the 500 to the MINI we eventually have to get to the driving part. And that’s where it all falls apart right? We’ve already said that it’s controls are sub-par and the feel and feedback most of us love in the MINI is mostly absent here. But the 500 manages to get past this and deliver an experience that is very different than the MINI but successful in its own right.

There’s an ease to the driving experience of the 500 that one could call comfortable. The suspension is more compliant and the steering ratio slower but much lighter. The body’s motion is generally well controlled and the Sport feels appropriately damped but no more. Even the driving position and seats (more aptly called chairs) emphasize the comfortable driving experience as you sit more on than in them.

The fact that the little 500 actually feels neutral (when pushed) before the inevitable understeer will go unnoticed by 99% of those who drive it. Instead they’ll appreciate the soft and leisurely attitude of the stylish little Italian car they just put in their driveway.

Yet as a MINI driver, it’s hard to get into a 500 and feel dynamically satisfied. My very first reaction to driving the Fiat 500 was disbelief. I simply couldn’t believe how poorly executed the driving experience was as compared to the MINI. The clutch and transmission were sloppy, the steering exceedingly artificially boosted and the power simply non-existent.

How (outside of Italy) could Fiat expect to find a real audience for a car that was so decidedly less compelling to drive than the MINI? The answer lies in the styling, price and a well-excited meandering driving experience. Taken together the 500 could be precisely what many Americans new to small cars are looking for. Inexpensive style and a driving experience that blends into the background.

In those respects the 500 is a lot of car for the money. More importantly, that’s a hell of a lot of style for the money. However to us it’s not in the same league as even a standard $20,000 Cooper because at $4,500 less cost, it feels like about $7,000 less car.

Fully Gallery

[Show as slideshow]

12►

The MINI gets compared to a lot of other cars, both here and in Europe. The comparison de jour for the Cooper is the newly stateside Fiat 500. The MotoringFile review of the Fiat 500 goes live in a few hours. In the meantime, we wanted to share this fantastic comparison from Winding Road. Unlike many surface-level, mostly sensationalized comparisons we’ve read in the past few months, Seyth Miersma does a great job of comparing the two cars objectively, on their actual merits. I like the conclusion, because for once it’s not about one car “beating” the other.

Drive both, buy one, be completely satisfied, no matter which you chose; that’s the prescription here. We can’t wait to see if the upcoming Abarth version of the Fiat 500 has got what it takes to finally top the Mini, in Cooper S form, too. Here’s to the delicious pain of waiting, and some great small car driving in the meantime.

The full article is definitely worth a read.

With a small fleet of press vehicles out for review at the moment, it’s no surprise that we’re seeing more and more reviews of the Fiat 500 online. This one from the New York Times caught our attention because of their take on the inevitable MINI comparison. Read their excerpted summary after the jump.

The 500C is often compared to the similarly adorable Mini convertible. But the 500C, which is seven inches shorter than the Mini, feels softer. The steering is considerably less crisp, and the Fiat leans more in the corners than its BMW-owned competitor. But the Fiat is quieter over every type of road.

Over all, the Mini feels more like an economical sports car, whereas the 500C feels more like a sporty economy car.

In addition, compared with the low-slung driving position of the Mini, the Fiat 500C’s is noticeably loftier, like being perched on a sofa. Then again, Americans tend to enjoy sofas, which might explain Fiat’s decision to equip American-bound 500s with wider front seats than models sold in Europe.

It’s been our contention all along that the MINI and the Fiat 500 aren’t really in the same class. On both price and performance, there’s enough distance between the two cars that it’s only really their diminutive size and quirky aesthetics that lump them together. The common thread throughout these reviews (and our experience backs this up as well) is that once you drive both, you quickly realize how different the two cars really are. That’s not a bad thing, and hardly a knock against the 500. It isn’t even that the MINI is a better car, simply that it’s a very different car.

Special thanks to Aurel for sending this in.

The Nissan Juke one of the more obvious cross-shop vehicles for the MINI Countryman. It’s small. It’s sportish. It’s funky. It’s got a turbocharged engine. It’s got all-wheel-drive. So it’s inevitable that the two cars would go head-to-head in the automotive press. John Leblanc of the Toronto Star gives the edge to the Juke, but upon reading his review, I almost can’t tell why.

In basically every category, he gives the Countryman the higher marks.

• More headroom
• More rear cargo room
• Better ride quality
• More refined interior surfaces and materials

So what’s the rub? Price. The Countryman is — as usual for MINI — the driver’s car, and you’re going to pay a premium for that experience.

Admittedly, the extra $10k it costs does give the MINI a slight advantage if you like to drive. The Countryman ALL4 leans less in corners and feels more composed when you drive it like a sports compact than the Juke SL AWD. Plus there’s the availability of a manual gearbox in the Mini, an option Nissan doesn’t offer with AWD in the Juke.

If I like to drive? Uh, yeah. I like to drive. While he’s not quite calling the Juke an appliance, he hits the nail on the head. The Countryman All4 is the only car on the market right now that gets the kind of mpg it gets, has AWD, and has an available manual transmission — let alone the kind of suspension that makes it capable in the bends.

So in the end, it comes down to price with Mr. Leblanc — the tired old trope that price is the only part of the value equation that matters. Needless to say, we don’t agree.

We’ll be spending and entire week with the little Fiat in early June. However MF correspondent Brendan Nystedt just couldn’t resist the temptation of a quick spin so we present you MF’s very first quick spin in the latest MINI competitor that has made it’s way to North America.

Today, I found myself somewhere I never imagined: an American Fiat dealership. And I didn’t even have to hop in my TARDIS to get there. On sale, the new Fiat 500. As evidenced recently here on MF, the rivalry between the micro Italian Stallion and the Limey Wonder is just now heating up. Does MINI need to check itself before it wrecks itself?

The Fiat dealership in Fremont, (actually Newark) California has only been open for a couple of weeks at this point. In fact, their grand opening isn’t until the 7th of May. The showroom used to house a Nissan dealership. Now it’s home to a handful of cheerful new 500s, a classic red Nuova 500 and a Fiat Roadster (both for display purposes only). There were plenty of models in each range on display which was surprising to me. I don’t recall a MINI dealership having this much product ready so soon after launch. Unless memory mistakes me, MINI dealers had to fight tooth and nail for cars other than those custom-ordered by customers.

The car I drove was a bright red 500 Pop. This is the base trim level. I had the pleasure of piloting a 5-speed, with sunroof and little else. The engine is a 1.4L Fiat MultiAir engine which produces 101 HP and 30/38 MPG. I knew going into this car that it wouldn’t be quite the same as the 500 Sport which has larger wheels and a reworked suspension. Until Abarth models come to the US, the Sport is the model which is most directly comparable to the 2006 R50 I drive.

Because this car is softer than the Sport edition, it tended to wallow through corners a little more. The clutch feel was nonexistent and the shifting like a spoon through gelatin. The engine is more than capable and even peppy. The steering feel and throttle both improve with the sport button but the steering never gets close to the level of involvement of any MINI I’ve ever driven.

The interior was spartan, devoid of soft-touch plastics. The instruments and buttons were all cheap, thin plastic with poor feedback. The headliner feels like recycled felt, a motif which continues in the hatch of the car. On the upside, 6 speaker sound system, 7 airbags (!), ESC, 4-wheel disc brakes, leather steering wheel, Bluetooth and USB are standard. As are, inexplicably, power heated mirrors.

Despite the shortcomings, it’s a fun little runabout. It isn’t as nice as the MINI. A direct comparison of a 500 Sport to a Cooper with upgrades shows almost a $5000 difference in price. I think this could be a winner for cheap and cheerful transportation, the former lacking in the increasingly upscale MINI brand.

Stay tuned for MF’s coverage of the building feud and Gabe’s full review sometime in June.

Thanks to Joel at Fiat of Fremont for the extended test drive. You can visit their website here.

Hot on the tail of our story about the 3rd generation MINI codename, the F56, Autocar is reporting this morning that ailing automaker Saab has made “an audacious bid to buy the rights to the outgoing BMW MINI platform.” The Swedish automaker wants to get into the premium small car game, but without all that pesky engineering.

Having already licensed the current generation of 1.6L engines, it looks like Saab just needed a car to put them in. The target Saab model would be the 9-1, and be intended to compete against the F56 generation MINI and the Audi A1. It’s a bold move, but Saab will have to survive as a company long enough to take delivery of the new platform in 2012. With recent plant stoppages and suppliers complaining about non-payment for parts, Saab is clearly in trouble. Would a MINI clone be too little too late? Perhaps. I also wonder just how competitive a six year-old chassis and engine platform could really be against contemporary offerings from Audi, and especially the evolved MINI — a car likely to be lighter, more efficient and more powerful than the current generation. It seems Saab might only be able to compete on price, but if that’s the strategy, can they actually build a “premium” car that’s significantly price competitive? Time will tell.

WorldCarFans is reporting that chinese automaker Geely will unveil their new Emgrand EC6-RV at the upcoming Shanghai auto show. They also point out something probably completely obvious to most MotoringFile readers. Does this car look familiar? Let’s take a closer look.

The dimensions are similar and that white roof is definitely smuggled from Oxford. We’ve seen asian MINI clones before and this one isn’t particularly remarkable, but it does have me thinking about car design. Take a close look at this car, my friends. This is what the MINI would be if BMW didn’t have a design team that really cared about the car’s heritage, and about standing out in the marketplace. This is what a MINI looks like without a soul. Behold the chinese zombie MINI!

Special thanks to Kirk for sending this in.

So the president of FLUCC (Fiat Lancia Unlimited car club) came up with 75 questionable reasons why one would buy a Fiat 500 over a MINI. The reality is we tend to like the idea of the 500 and are looking forward to testing one later this spring. But a list like this can’t go unanswered by the MINI community. So we want you give him double the reasons why anyone should buy a MINI over the Fiat 500. Yes 150 reasons why a MINI is superior. Let’s get started.

(and incase you missed the original list, check it out here)

Esteemed President of the Fiat Lancia Unlimited car club (FLUCC for short) John Montgomery has come up with a list of 75 reasons why to buy a Fiat 500 over a MINI. We would love to share them with you and get your take. Look for a follow-up post for your place to post your favorite 500 reasons why you should buy a MINI over a Fiat 500. And feel free to give your take on each of these in the comment section. A few (ie almost all) seem pretty incorrect.

Drum roll please….

1. The Fiat 500 base price MSRP is $4600 less (-23%) than the base BMW Mini MSRP.
2. The Fiat has a 5 star European NCAP rating for driver & passenger safety. Mini has a 4 star rating on driver & passenger safety. Mini has 5 stars for rollover protection only.
3. The Fiat has better aerodynamic CD; Fiat: .35, base Mini: .37, Cooper S: .39
4. The Fiat base weight is 352 pounds less than the Mini’s base weight.
5. The Fiat’s maximum passenger/cargo capacity is 970 lbs., 154 lbs more than Mini’s 816 lbs.
6. The Fiat’s 34.8 ft. turning radius is 3 foot tighter than the Mini’s 38 ft.
7. The Fiat’s ground clearance is 4.1 inches; the Mini’s ground clearance is 5.5”.
8. The Fiat has lower insurance rates than the Mini yet the same warranty; 4 years, 50K miles.
9. The Fiat has 3 year 36K free maintenance, includes car rental and is transferable!
10. The Fiat suspension sub frame is attached w/o rubber isolators that could fatigue or wear out.
11. Fiat has a standard theft alarm, but it’s a $500 option on BMW Mini.
12. Fiat parts prices compare lower in price than BMW Mini parts.

Exterior Comparison:

1. Fiat has 14 exterior colors but only two are $500 extra. Mini: 7 of 10 colors are $500 extra!
2. The Fiat is taller overall with more upright seating position for better road view than the Mini.
3. Fog lights on Fiat Sport & Lounge are standard. Fog lights for base Mini cost $250.
4. The Fiat Lounge has fixed glass sunroof standard. Mini has no such thing.
5. The Fiat electric sunroof is an $850 option but the Mini sunroof option costs $1000.
6. The Fiat has quieter DBA noise level at idle and at speed on the road.
7. The Fiat has lower emissions than the Mini as well as lowest in class.
8. The Fiat has Bi-Halogen Headlights with daytime running lights.

Interior Comparison:

1. The Fiat has more space within the wheelbase devoted to passenger room.
2. Fiat drivers fit up to the 90th percentile adult, up to 6’ 1” without bumping headliner.
3. Fiat rear seat passengers cover a 70th percentile, up to 5’9 without bumping liner.
4. The Fiat has more rear seat leg room, Fiat 32.2”, Mini has 29.9”
5. The Fiat 500 has 6.5 cubic foot more trunk space than the Mini’s 5.7 cu. ft.
6. The Fiat has a longer luggage floor w/ seats upright, even though it’s shorter outside.
7. The Fiat 500 has a longer luggage floor with the seats folded down too!
8. The Fiat holds 30 cu. ft. of cargo w/ seats folded down; the base Mini only 24 cu. ft.
9. The Fiat’s front passenger seat in base model has a storage compartment. Mini does not.
10. The Fiat has an outboard top seatback lever and in board lower lever for rear passenger egress.
11. Centralized pod instrument bezel on the Fiat is directly in front of the driver, not on Mini.
12. Fiat driver levers; switches & controls are much easier to reach than the BMW Mini.
13. Fiat drivers do not need to turn their head to see the heater controls, only look down.
14. The Fiat gear shifter is closer at hand than the Mini with a very short throw.
15. The Fiat center armrest is standard; the Mini center armrest is a $250 option.
16. Fiat offers heated seats & mirrors for less than Mini’s $750 cold weather combo package.
17. The Fiat 500 has an HVAC system with micron air filter for the cabin, even on base models.
18. The 500 offers “equivalent temperature” sensors, changing settings based on inside and outside conditions of temperature, humidity and airflow.
19. Fiat drivers do not need to turn their head to see the heater controls, only look down.
20. The Fiat includes an air compressor for tires as standard equipment.
21. Tom-Tom docking feature on Fiat eliminates wires or plug-ins to cigar lighter.
22. The Fiat offers superior “Blue & Me” interactive link w/ steering wheel controls & USB port.
23. Fiat’s Blue & Me system is $400 option, but a similar system is a $1750 package on the Mini.
24. The Fiat has “Eco-Drive”, a down load application to review driving habits.
25. The Fiat BOSE 6 speaker Audio system requires 50% less energy & 30% smaller.
26. The Fiat BOSE audio has amps under the front passenger seat, out of the way.

Performance Comparison:

1. The Fiat manual gets better mileage; the Fiat 30/38 MPG vs. Mini’s 28/37 MPG.
2. The Fiat does not require premium fuel. All Minis’ require at least 91 octane!
3. The Fiat 500 has a better power to weight ratio than the Mini base 1.6 engines.
4. The Fiat has patented Multi-Air valve technology, unavailable on the Mini.
5. The Fiat Pop, Sport & Lounge all have a stainless steel exhaust system standard.
6. The Fiat has hydraulic cam followers and never needs a valve adjustment.
7. The Fiat 6 speed automatic is $1000 option; mates buying the Mini pay $1250.
8. The Fiat automatic transmission has a one touch shifter + or -, the Mini does not.
9. Fiat has a dashboard “Sport” switch to sharpen the steering and auto trans shift points.
10. The Fiat has a 2 second “hill holder” that keeps manual car from rolling back.
11. Fiat has traction control standard. It’s an option on base Mini for $250.
12. The Fiat’s “HBA” hydraulic braking control compensates for pressure in panic stops and lowers actuation time for maximum braking force.
13. Fiat braking “EBD” reads wheel speed data for faster brake response times.
14. The Fiat “ESP” calculates wheel longitude and lateral grip, cutting in when wheel slip is beyond parameters by adjusting throttle input and opposite wheel brake bias.
15. Fiat’s “ASR” reduces wheel slip at all speeds and adjusts torque for grip detected.

Safety Comparison:

1. The Fiat has 7 airbags standard while Mini has only 6. Fiat includes driver’s knee airbag.
2. The Fiat has double seatbelt pretensions to tighten in a crash event sequence. Mini has only single belt pre-tensioners. All 4 Fiat seats include 3 point belts and reactive head restraints.
3. The Fiat has a lower forward vision angle of 8%, Fiat driver sits more upright.
4. The Fiat’s narrower “A” pillars are of high tensile steel for safety w/ better visibility.
5. The Fiat front & rear seats have anti submarine devices to prevent sliding under belts.
6. The Fiat has breakaway foot pedals in high impact frontal crashes to protect feet.
7. The Fiat has soft energy impact hood area in case the car ever strikes a pedestrian.
8. Fiat’s “FPS” fire prevention switch cuts off valve & inertia switch stops the electric fuel pump in a crash. It even works in a rollover crash.
9. The Fiat’s interior trim is flame resistant. Mini does not use flame retardants.
10. Fiat’s doors automatically lock at 12 MPH+. Mini’s have no speed related device.

Heritage Comparison:

1. Fiat since 1899 is an independent manufacturer. Mini was BMC, now owned by BMW.
2. The original Fiat 500 appeared in 1957, the original Mini in 1959.
3. The Fiat 500 is sold in 90 countries; the BMW Mini… considerably less.
4. Enzo Ferrari drove a Fiat to work daily. Enzo never drove a Mini. Ever.

Here Evo puts the European hot hatchbacks through the ringer, comparing the Citroen DS3R to the MINI Cooper S and others. A terrific summary of each vehicle, showing just how close all these cars really are to each other on paper, but how far apart they are in dynamic driving appeal. The MINI fairs well, but we won’t spoil the ending. Definitely worth a watch.

In what’s being described around the internet as an “implosion”, Penske Automotive has announced its intention to relinquish Smart distribution rights in America to Mercedes Benz. Given the abysmal US sales and the reality of what a Smart car really is, we can’t say we’re shocked the whole house of cards finally came tumbling down. However, the story from Penske is that this was actually Merc’s idea. In a nutshell, Benz selling the Smart in-house is a shortcut to meeting the upcoming 2016 CAFE (Corporate Average Fuel Economy) standards. This is not unlike Aston Martin restyling the Toyota IQ to bump its terrible MPG fleet average up to something the feds won’t ding them for.

Included in the restructuring is the likely closure of 21 Smart-only dealerships (dealers who do not also sell Mercedes Benz vehicles) and probably Smart’s Michigan headquarters. Additionally, Smart will forego its planned four door model, based on the Nissan Micra, in favor of a FourTwo+2 currently in development. Mercedes-Benz USA President Ernst Lieb had this to say: “We are very excited about working toward integration of Smart into the MBUSA organization and look forward to working with our dealer partners to exceed customer expectations for this unique vehicle.”

Benz seems to think they can better handle the sales and marketing of the Smart, which is probably true. They’ve got plenty of cash to spend on marketing and advertising. In the end though, I can’t help but wonder if Benz really cares about the success of Smart itself, or if they will simply maintain the brand like a pet for the sake of better fleet MPG numbers.

And if you really want to know why Smart USA is dead, read our review from a few years ago.

[Source: WorldCarFans.com.]

In an interview with Autoblog’s Jonathon Ramsey, MINI’s new marketing manager, Tom Salkowski, had some interesting things to say about the landscape of MINI’s competition. Among general comments about MINI’s continued success amidst a growing competition, he reportedly had this to say about Fiat’s 500:

“The 500 is a darling little car, but MINI is a premium brand.”

This sentiment echoed when asked what other marques are thought of as competition for MINI in the small car segment. “…maybe Volkswagen, Mazda, Scion in the small-car segment,” going on to say that “Mini is very much a mindset, it’s different than other vehicles…for the time being we don’t see anything.”

Oliver Friedmann, head of product management, agreed saying, “We don’t see any one-to-one competition, maybe the [Range Rover] Evoque could be [for the R60].”

Ramsey goes on to ask about the emotional heritage of brands like Lotus and BMW, asking how big the cars and the brand can get and still be small enough to be considered “mini”. Friedmann replied, “That’s what we try to find out at the moment. We just jumped over the four-meter line with the Countryman,” going on to add that the european reaction to the R60 has been “very positive.” Further adding “The competitors for the Countryman are significantly larger. We will always stay the smallest in the segment.”

Catch that last bit? We know that MINI has a lot of future models in the works, and it’s nice to hear the guys at the top saying that small will always be part of the brand DNA.

British car site Autocar is reporting that Cadillac has set its sights on MINI with the Urban Luxury Concept recently debuted at the LA Auto Show. Talking with designer Niki Smart, the MINI appears to be an inspiration for the future car’s possible positioning.

“The time is ripe for Cadillac to make this car,” he said. “We need a bigger spread of models, particularly for Europe. The MINI’s success is proof of people’s open-mindedness.”

Smart went on to talk about small cars in particular as a new path for the marque.

“There is no iconic history of small cars at Cadillac, so I’m happy not to have had to return to a previous design,”

Personally, this concept was the one item from the LA Auto Show that really caught my attention. It’s undeniably Caddy, but more than that it looks like where a car of the future could finally meet the cars of the present. I love it, but that’s me. It’s obviously just a concept at this point. Whether or not it’s a real threat to MINI in Europe would depend on the final car. Sadly, I don’t think Cadillac’s got the stones, as they say ‘cross the pond, to actually take something this outlandish to market. Which is really too bad. The world needs more interesting cars. What do you think? Check out the full gallery over at Autocar and sound off in the comments.

The Fiat 500 is not a new car. At least, it’s not a new car elsewhere in the world. You can buy one in Vietnam, in fact. But by many estimations, the reborn Cinquecento’s US debut is aimed squarely at MINI in its largest market. The actual threat from Fiat’s throwback-mobile is a discussion for another post. What we have here is the first bit of advertising for Fiat’s foray back onto American soil, and it’s hardly threatening. Frankly, it’s a bit of a mess.

The ad is a string of rather uncompelling clichés that aren’t just implied, but actually spelled out explicitly across the screen in big letters. The production value is kinda there — in as much as it’s at least nice b-roll. Bottom line, it’s a pretty good example of the difference between being cool, and saying that you’re cool. While it couldn’t rightly be said that every single MINI ad has been brilliant, thinking back to how MINI debuted on US shores, I can’t help but chuckle a little bit. For me personally, those early MINI advertising efforts went a long way toward peaking my interest in the car. I doubt any future Fiat 500 owners will look back at this ad and think, “Yeah, that was the moment.”

Word ’round the internet campfire is that GM is seriously considering a premium hatch aimed directly at the MINI. LeftLaneNews is reporting that a project, dubbed “fun and fashion”, is being headed by GM’s Korean divisions and will likely wear either an Opel or Vauxhall badge (or both).

Although most of the ‘fun and fashion’ project is being handled by GM’s Asian division, GM DAT boss Mike Arcamone confirmed to Autocar that Opel engineers will have some input on the project, indicating the MINI rival will be sold under the Opel/Vauxhall banners. Given most Opels eventually wind up as Buicks, it’s possible the hatch could eventually be sold in the U.S. No word on what engine might power the new model, but GM’s new 1.4L turbocharged four-cylinder is certainly a leading candidate. Look for GM’s MINI rival to hit the market sometime in 2013.

Should MINI and BMW be shaking in their rather stylish boots? We think not. GM’s ability to really do premium anything is highly suspect in this writer’s opinion. Let alone beating MINI at their own game, and ten years into the premium small car market at that. Could the world’s largest, most boring automaker be able to top MINI on performance, economy or charm? Perhaps in some aspects, but unlikely in all three. I say that because GM is precisely in the business of making cars for the masses. MINI, on the other hand, is defiantly not for everyone. What do you think? Does GM have a chance in MINI’s sandbox?

It’s not news to us that MINI’s have great resale value. In this recent article from Forbes, they mention the MINI specifically as a car that retains its worth far better than average.

Sports cars, crossovers and SUVs typically retain roughly 40% of their original purchase price after five years of ownership. One example renowned for holding resale value: the Mini Cooper, which retains 52% of its value after five years.

At the other end of the spectrum, they point to some specific offerings from Smart. How bad does it get? Let’s just say that a few bags of Trader Joe’s in the trunk might all but double the resale value. Okay, it’s not that bad, but it’s pretty bad.

…you should be wary of highly customizable vehicles like Smart’s tiny Fortwo Cabriolet: Sure, it’s an inexpensive purchase, costing just $21,635 for a Brabus cabriolet base model. But the car quickly loses 63% of its value in 24 months, and retains just 17% of its initial worth after five years. The Hello Kitty wrap offered as a customized option will do nothing to help bolster resale value.

Let’s do that math all the way. According to Forbes, a 2006 model of the Smart they mention would be worth a mere $3,678 today. An ’06 MINI spec’d at the same price would still be worth $11,250. Compare that further to MINI models like the limited edition ’06 GP, which according to Kelly Blue Book, are retaining as much as 80% of their value five years on. Both the Smart and the GP are extreme examples, but no matter how you slice it, the MINI can be a great value in the long run.