How does it drive?

While the styling paid respectful homage to the original Mini it also drove like one, too. Looks and the fundamental mechanical layout were about the only things it really had in common, mind, the R50 Mini (convertible versions are known as R52s, the Cooper S the R53) using a much more modern chassis with an expensive multi-link rear axle for more sophisticated handling than most hot-hatch rivals with their simple twist-beams.

Stiff suspension, weighty but precise steering and well-balanced controls encourage you to push the Mini hard, just as the original did all those years ago. And it responds in kind, with a modern interpretation of the go-kart handling mantra the brand lives by to this day. This character is there across the board, too, meaning even the entry-level One is fun to drive while the Cooper and Cooper S deliver increasingly meaningful performance.  

 What’s good?

The modern Mini wasn’t just good to drive – it also felt genuinely premium, and a very different proposition from other hatchbacks in the market. This wasn’t a basic model dressed up with a few nice bits, after all, but a properly posh car. Just smaller. Those looks have aged really well, too, the clean design and exaggerated Mini stance arguably the most convincing of all three modern Mini generations. It carries over to the interior as well, with the classic central speedo reinvented for the modern age and a row of properly tactile rocker switches beneath it.

Original buyers had to dig deeper into their pockets than perhaps they might have first expected but, equipped with the necessary upgrade packs, the Mini felt properly luxurious as well. This meant it was just as good for long, motorway drives as it was around town or being razzed along the lanes – something you’d never have claimed of the original.

What’s bad?

Style, and that handling, came at the price of practicality, and the modern Mini is pretty tight inside for any more than two occupants. If you need a bit more space and usability there are better hot hatch options available, for sure. And while the sporty suspension set-up was a hit, and suited the character of the car, its combination with stiff-walled run-flat tyres meant ride quality could be pretty brutal on rougher roads and put quite a bit of stress through the suspension components and shell.

As the car has aged reliability quirks and some expensive servicing intervals (especially on the Cooper S) mean running a modern Mini can get quite expensive as well, the car’s sophistication inevitably making it a pricier car to run than its simpler rivals.

Which model to choose?

Given they all drive well it’s a question of what kind of journeys you’ll be doing and the kind of character you’re after. Diesel may not be fashionable these days but the One D has comparable performance to the regular One but also excellent long-distance refinement and economy. Pared back to its fundamentals the One with its 90PS (66kW) engine demonstrates just how good the basic car is and, given it’s not actually that much slower than the regular Cooper, has an understated appeal. Just make sure the original buyer paid for the desirable Salt and Pepper packs to equip it with the creature comforts you’d expect.

With its supercharger whine, 170PS (125kW) output and more up-for-it character we can’t help but be seduced by the Cooper S, though. This is a proper hot-hatch and a potent little thing, the more so if you get a post-2004 Chilli Pack one with the optional limited-slip differential or can find one with the John Cooper Works package and significantly upgraded performance.

Specifications – Mini Cooper S (R53, 2005 model year)

1.6-litre four-cylinder petrol, supercharged

170PS (125kW) @ 6,000rpm

220Nm (162lb ft) @ 4,000rpm

Six-speed manual/six-speed auto, front-wheel drive

1,215kg

7.2 seconds

138mph

2001-2006 (entire production)