• Sign in to follow this  
    Followers 0

    Revealed: 2016 MINI Clubman Is All About The Doors, Bout That Doors


    • Meet the Largest MINI Yet, The 2016 MINI Clubman


    Let us present what is possibly the biggest oxymoron in the automotive world. Today, MINI has announced the 2016 Clubman. MINI says the new Clubman is "longer and wider than any other MINI". They aren't kidding. The new Clubman is about 10.9 inches longer than the standard Hardtop, 2.9 inches wider, and rides on a wheelbase that is 4 inches longer. The added size allows MINI fit actual rear doors. The spilt opening tailgate remains, offering a cargo space of 17.5 cubic feet with the rear seats up and 47.9 cubic feet with the seats down.

     

    For North America, the Clubman will come with two engines. The base Clubman Cooper will have a turbocharged 1.5L three-cylinder with 134 horsepower and 162 pound-feet of torque. The Clubman Cooper S gets a turbocharged 2.0L four with 189 horsepower and 207 pound-feet. Both can be paired with a six-speed manual or automatic - six speeds for the Cooper, eight for the Cooper S.

     

    The MINI Clubman arrives at dealers early next year.

     

     

    Source: MINI

     

    Press Release is on Page 2


     

    RIPE FOR FRESH CONQUESTS: THE NEW MINI CLUBMAN

     

    Woodcliff Lake, NJ, June 24, 2015. The new generation of the MINI model family continues to grow. With the new MINI Clubman it now conquers the premium compact segment, too. The new model offers the highest level of everyday practicality, long distance suitability, versatility and ride comfort ever seen in a MINI. With four doors and the characteristic split doors at the rear, five fully-fledged seats and a generously sized, versatile interior, the new MINI Clubman meets all the requirements of the compact class in terms of functionality in its own unconventional way. Individual style, outstanding driving fun and the quality level of a premium automobile make it an exceptional phenomenon that allows additional target groups to get a taste of the distinctive MINI feeling.

     

    The matured character of the new MINI Clubman is reflected in dimensions that are significantly larger than the predecessor model, a distinctive body concept, high-quality materials and finish quality and also new features in the areas of drive, suspension comfort, safety, controls and connectivity based on the latest MINI generation. Its status as the largest representative of the new MINI generation is also clearly shown in comparison with the MINI Hardtop 4 Door. The new MINI Clubman is 10.9 inches longer and 2.9 inches wider than the latter, and its wheelbase is 4 inches larger. Its luggage compartment has a volume of 17.5 ft3, which can be extended to as much as 47.9 ft3 by folding down the rear backrest.

     

    Engines with the latest generation of MINI TwinPower Turbo Technology power the two engine variants of the new MINI Clubman available at market launch. In addition to the new MINI Cooper Clubman with a 134 bhp 3-cylinder petrol engine, the new MINI Cooper S Clubman also lines up for the start with a 4-cylinder petrol engine and 189 bhp. Another new feature for MINI: the 8-speed Steptronic transmission available as an option for the MINI Cooper S Clubman. For handling properties that are supreme within the segment, all suspension components in the new MINI Clubman were also specially developed and harmonised to suit the model.

     

    The new MINI Clubman also offers numerous features that appear in an automobile of the brand for the first time for increased driving fun, comfort and safety. These include the electric parking brake, the electrical seat adjustment function available as a special equipment feature and the option MINI Yours Interior Styles with backlit door bezels. The MINI Excitement Package comprises LED interior and ambient lighting as well as a projection of the MINI logo onto the ground from the exterior mirror on the driver's side when the car is opened and closed. Another new feature that is unique within the competitive field is the Comfort Access option including non-contact opening of the split doors at the rear. Other options available for the new MINI Clubman include LED headlamps, the MINI Driving Modes and Dynamic Damper Control.

     

    The program of optional driver assistance systems includes the Head-Up Display which extends above the steering column, the Driving Assistant system including camera-based active cruise control, collision and pedestrian warning with initial brake function, high beam assistant, road sign detection, Parking Assistant and rear view camera. The complete MINI Connected in-car infotainment program is also available. In intelligent, brand-appropriate style, the MINI Connected XL Journey Mate helps the driver plan journeys as well as providing individualised information in route to the destination as required. Numerous other social network and infotainment functions can be integrated in the car by means of smartphone apps, allowing them to be used intuitively, conveniently and safely via the MINI operating system.

     

    Exterior design: distinctive proportions, typical brand features, innovative details.
    The new MINI Clubman introduces a contemporary interpretation of the tradition-steeped estate concept. This genre of vehicle – especially popular in the country in which MINI originated, the UK – combines sporty style with functionality and is reflected in design by means of a stretched silhouette, a long roof line and a steep rear.
    These features of the new MINI Clubman not only provide a link with its direct predecessor. A body variant of the classic Mini geared towards extended transport capacity was presented as long ago as 55 years. The structurally identical models Morris Mini Traveller and Austin Seven Countryman were 9.8 inches longer than their original counterpart, with a wheelbase that was extended by 3.9 inches. Another parallel with the latest new contemporary addition to the MINI family were the split doors at the rear, consisting of two side-opening wings. These help give the new MINI Clubman its unique status within the competitive field as a six-door model, emphasising its outstanding versatility in typical brand style.
    For the first time, the new MINI Clubman combines the characteristic brand interpretation of this concept with the functional qualities of a modern automobile in the compact segment. With a length of 168.3 inches, a width of 70.9 inches and a height of 56.7 inches, it has distinctive proportions that make it unique within both the brand's model program and the compact segment as a whole. The wheelbase measures 105.1 inches, while the track width is 61.6 inches at the front and rear. These dimensions provide the ideal basis for a stylish, individual and exclusive appearance, agile driving properties and – thanks to clever space utilisation in typical MINI style – a roomy interior as well.
    Classic design features and the emotionally appealing styling indicate the kinship of the new MINI Clubman as part of the brand's model family while at the same time setting it clearly apart from its competitors. Circular headlamps with chrome surrounds, the hexagonal contours of the radiator grill and the vigorously arched power dome of the engine compartment lid define the front view in characteristic MINI style. The lower air inlet is particularly wide, thereby highlighting the car's solid stature. The bumper trim, also serving as a number plate carrier, is finished in high-gloss black. In the MINI Cooper Clubman model, the section of the radiator grill above this is subdivided by three black ribs. The radiator grill of the MINI Cooper S Clubman has a chrome rib bearing a red "S" logo with a chrome surround. What is more, this engine variant can be recognised by the distinctive shaping of its front apron including a trim strip in high-gloss black and an additional opening in the engine compartment lid.
    For optimum visibility: LED headlamps, adaptive light distribution, optional LED fog light.
    Arch-shaped turn indicators are positioned in the lower section of the headlamps. In the standard version, both the daytime driving light and the parking light are generated by the additional lighting units integrated in the front apron. The optional fog lamps are also positioned here. LED headlamps are also available as a special equipment feature. Their LED units emit bright, white light for both low and high beam. They are surrounded by an LED daylight driving ring, the lower section of which reaches down to the white turn indicators. In conjunction with the LED headlamps, the rear light clusters also come as LED units.
    Another option is that of LED headlamps with additional functions, ensuring optimum illumination of the road surface and roadside – depending on the situation and route profile – and also including an LED turning light. The optional fog lamps are also available in halogen, or else in LED technology in conjunction with LED headlights.
    New MINI features: Air Curtains and Air Breathers optimise air ducting.
    The aerodynamic properties of the new MINI Clubman are optimized by means of precisely conceived air ducting elements which are now applied to a model of the British brand for the first time. The so-called Air Curtains consist of narrow, vertically arranged openings in the outer sections of the lower air inlet. From here, air is selectively channelled around the wheel arches. It flows along the wheels with much reduced turbulence, escaping once again through Air Breathers in the rear section of the side panels. A model-specific roof spoiler also helps reduce aerodynamic drag.

     

    The bottom edge of the body features black surrounds in the new MINI Clubman. A new design has also been created for the side scuttles – the elements which embellish the front side panels along with the side turn indicators. In the MINI Cooper Clubman model these are finished in matt and high-gloss black, while in the MINI Cooper S Clubman they are finished in chrome and bear an "S" logo.

     

    In addition to the three-part structure of the body, window graphic and roof as is typical of the brand, the silhouette of the new MINI Clubman also exhibits a surface design of supreme elegance in the area of the wheel arches and doors that is specific to this model. The length of the roof line and wheelbase is emphasised by generous surface expanses that are given additional precision and presence by means of finely modelled edges. The powerful shaping of the shoulder contour in the area of the rear doors and wheel arches creates a dynamic, elegant curve that highlights the breadth and stable stature of the new MINI Clubman.

     

    Split doors and rear lights in novel design.
    The split doors with their striking metal surround are the most striking feature at the rear of the new MINI Clubman. The central bar between the glass sections of the two side-opening wings is significantly narrower than in the predecessor model, thereby optimizing the view to the rear. The split doors are opened by means of a dual-section door handle finished in chrome. Non-contact opening of the split doors is possible in combination with the optional Comfort Access function. If the driver has the car key on them, it is sufficient to make a foot movement under the rear apron to trigger automatic opening.
    The likewise newly designed, horizontally oriented rear lights are integrated in the wing doors and have chrome surrounds. Additional lights arranged below the doors perform a signalling function when the split doors are open. The impression of a body that rests powerfully on its wheels is emphasised from this perspective, too, with a contour edge in the rear apron as well as the downward increase in width at the rear that is typical of MINI. The MINI Cooper S Clubman has an aerodynamically optimised bumper including diffuser element and two exhaust tailpipes that are set wide apart.
    Four non-metallic and eight metallic paint finishes are available for the body of the MINI Clubman at market launch. The program also includes Melting Silver metallic and Pure Burgundy metallic for the first time, as well as the MINI Yours paint finish Lapisluxury Blue. The roof and exterior mirror caps can be finished in a contrasting color ­– white, silver and black – as an option and at no extra cost. Individual accents include white or black bonnet stripes and Chrome Line for the exterior.
    Interior: generous space, new design.
    Five fully-fledged seats, convenient access, plenty of freedom to move for all occupants and a versatile luggage compartment are the salient features of the MINI Clubman as it advances into the premium compact segment. The generous space and comprehensive redesign of the interior ensure that the driving fun so characteristic of the brand can be enjoyed in a unique ambience. A clear signal of the more sophisticated character of the MINI Clubman is its exceptionally wide instrument panel with cockpit facia frame. This design feature is also echoed in the door trim panels and center console. Below the air outlets there is a horizontal decorative strip which lends additional emphasis to the width of the interior.

     

    The central instrument typical of the brand is integrated in the instrument panel of the new MINI Clubman in especially harmonious style. Fitted with a standard 6.5-inch or optional 8.8-inch color screen, depending on equipment features, it serves as a display for vehicle, infotainment, phone and navigation functions and has an LED ring surround which can optionally respond to the current situation on the road and to specific operating procedures by means of an interactive lighting display. The selection and control of all functions is facilitated by a Controller in the center console which comes in conjunction with the Radio MINI Visual Boost, the MINI navigation system or the MINI navigation system Professional.

     

    In this specific model, the controls for heating and air conditioning are also located below the central instrument, as are the toggle switches. A red toggle switch also serves as the start/stop button for the engine in the new MINI Clubman. The USB socket, AUX-IN socket and a storage compartment are located one level lower down. Extending up to the instrument panel for the first time in a MINI, the center console offers space for a storage compartment and two cup holders in front of the gear or selector lever. The optional MINI Controller and the switch for the electrical parking brake are also positioned on the center console. It can be optionally expanded to include a center armrest with integrated telephone compartment. The speedometer and engine speed display are located in the instrument cluster on the steering column as in the new MINI Hardtop 2 Door and the new MINI Hardtop 4 Door.

     

    The elliptically shaped surrounds in the door panelling frame the speakers and door openers. The decorative strips of the door trim also follow a gently curved contour back to the rear. This creates a visual connection between the two rows of seats that emphasises the generous space of the interior.

     

    New options: atmospheric lighting, electrically adjustable seats.
    With the new MINI Yours Interior Styles option, this striking door trim design is highlighted by means of indirectly illuminated decorative strips. They are combined with interior trim finishers available in various types. The optional lighting package with LED interior and ambient lighting also creates an atmospheric ambience. In conjunction with the special equipment feature MINI Excitement Package, this offers continuously variable color changes and has also been extended to include a light display that is activated when opening and closing the car. On activation of the remote key, the MINI logo is projected onto the ground for 20 seconds from an additional light source in the exterior mirror on the driver's side.
    Another new option is the electrical adjustment of the driver and front passenger seats, including memory function on the driver's side. For the first time, seat height, longitudinal position, seat surface angle, backrest angle and lumbar setting can be adjusted at the press of a button. A wide range of individualization options are available with the model-specific selection of upholstery colors, interior surfaces and the optional Chrome Line for the interior. As an alternative to the standard fabric, the seat surfaces are also available in fabric/leather combinations and leather finishes with various seam patterns. The MINI Cooper S Clubman is fitted with sports seats as standard, and these are available as optional extras for the other models. Alternatively there are also John Cooper Works sports seats.
    In addition to the typical MINI seats with the tube-like visual structure, the new Chester pattern is also offered in Indigo Blue with diagonal stitching and piping in Pure Burgundy.
    The functional character and long-distance suitability of the new MINI Clubman is enhanced by its many storage facilities, a large glove compartment, storage compartments in the split doors and door pockets which can hold one-litre drink bottles. When all five seats are in use, the luggage compartment has a volume of 17.5 ft3. For bulkier transport, the rear backrest with a 60 : 40 split can be folded down. A 40 : 20 : 40 split is optionally available and as is a tilt adjustment function for the rear backrest. This enables the load volume to be increased in stages as required up to as much as 47.9 ft3. A storage package is also available comprising elements such as a variable load compartment floor, additional storage compartments, lashing eyes and attachment nets.

     

    Powerful engines with MINI TwinPower Turbo Technology.
    For the launch of the new MINI Clubman there are two engines of the latest generation to choose from with three and four cylinders respectively as well as MINI TwinPower Turbo Technology. Both the Cooper and Cooper S vehicles are classified as SULEV (super ultra-low emissions vehicles).
    The technology package of the petrol engines comprises turbocharging, petrol direct injection with centrally placed injectors, fully variable valve control in the form of VALVETRONIC as patented by the BMW Group and variable camshaft control on the intake and exhaust side (double VANOS). This combination gives the 2.0-liter 4-cylinder engine of the MINI Cooper S Clubman particularly sporty performance figures. It mobilizes a peak output of 189 bhp and a maximum torque of 207 ft lbs that goes on stream at just 1,250 rpm.
    The new MINI Cooper S Clubman sprints in 7 seconds (automatic: 6.9 seconds) from 0 to 60 mph, reaching a top speed of 142 mph.
    Spirited power delivery is also characteristic of the 1.5-liter 3-cylinder engine in the MINI Cooper Clubman. With a peak output of 134 bhp and a maximum torque of 162 ft lbs at 1,250 rpm, this engine also ensures sporting performance figures. 8.9 seconds is all that is required with both manual transmission and Steptronic for acceleration from 0 to 60 mph, and the top speed is 127 mph in each case.
    A MINI premiere: 8-speed Steptronic transmission
    The 4-cylinder engines in the models MINI Cooper S Clubman can be optionally combined with an 8-speed Steptronic transmission. This automatic transmission type is available in a MINI for the first time, providing an even more favourable basis for efficient, comfortable and sporty driving due to a broader gear spread and smaller engine speed steps. Another option for the new MINI Cooper S Clubman is an 8-speed Steptronic sports transmission offering even shorter shift times that can be operated in manual mode by means of shift paddles at the steering wheel. It also has a Launch Control function for traction-optimised acceleration with maximum dynamic performance from standing.

     

    For the new MINI Cooper Clubman, an optional 6-speed Steptronic transmission of the latest generation is available which demonstrates increased efficiency and a high level of shift comfort, as well as shift dynamics optimized for sporty driving. It offers both automatic and manual changes in drive position using the gear selector switch. All automatic variants have a transmission control system that is able to draw on navigation data for the purpose of gear and shift point selection. This means that in cars fitted with a navigation system, shift control is based on the route profile. In this way, the appropriate drive position is selected to match the imminent situation on the road ahead, e.g. directly prior to junctions or on corners. This obviates the need for upshifts between two bends in quick succession.

     

    All variants of the new MINI Clubman are fitted as standard with a 6-speed transmission of the latest generation, characterised by low weight, a high level of internal efficiency and shift comfort optimised by means of carbon fibre friction linings for the synchroniser rings. A gear sensor also enables active engine speed adaptation for especially sporty shifting when accelerating and increased comfort when shifting down.

     

    In addition to the auto start/stop function that can also be used in conjunction with an automatic transmission and extensive measures to optimise weight and aerodynamic drag, the MINIMALISM Technology fitted as standard in all of the new MINI Clubman models also features a shift point display, brake energy regeneration, active cooling air flaps and needs-oriented control of the fuel and coolant pump as well as other ancillary components. The electromechanical power steering operates energy-efficiently, as do the map-controlled oil pumps in all engines.

     

    MINI Driving Modes: sporty flair and efficiency at the turn of a switch.
    The optional MINI Driving Modes are activated by means of a rotary switch at the base of the gear or selector lever. In addition to the standard MID mode there is a choice of SPORT and GREEN mode. In SPORT mode, the accelerator pedal characteristic curve and steering are switched to a sporty set-up, as are the shift times in cars fitted with Steptronic transmission. In GREEN mode, a more relaxed and also more fuel-efficient driving style is supported by intelligent control of energy and climate management as well as by means of systems such as shift point display. In cars fitted with Steptronic transmission it is also possible to use the coasting function. The drivetrain is decoupled at speeds above 30 mph as soon as the driver's foot is removed from the accelerator pedal. The new MINI Clubman then rolls at idling engine speed with a minimum rate of fuel consumption.
    A new dimension of go-kart feeling: characteristic MINI suspension technology with completely newly developed components.
    The large track width and long wheelbase of the MINI Clubman benefit the model-specific design of the suspension. What is more, new development of all front axle parts has resulted in optimisation of kinematics and component stiffness. The car's weight has been reduced by the use of aluminium swivel bearings as well as front axle supports and wishbones in highly rigid steel. The particularly stiff wheel suspension on the rear axle also enhances the agile handling properties of the MINI Clubman. In addition, spatial economy is achieved by the separate arrangement of springs and dampers, impacting positively on the room available at the rear and in the luggage compartment.

     

    Thanks to the brand's typical combination of single joint strut axle at the front with a multilink rear axle and the model-specific interpretation of this structure, the new MINI Clubman has suspension technology that is unusually sophisticated for the compact segment, too. In conjunction with the power transmission to the front wheels and the low center of gravity, this construction principle provides the perfect basis for the agile handling known as the go-kart feeling. Electromechanical power steering including speed-related steering assistance as standard also contributes to the car's precise driving properties.

     

    The dampers are decoupled at the front and rear axle by means of triple-path support bearings. The new MINI Clubman can be optionally fitted with Dynamic Damper Control. Two characteristic lines are available for damper set-up, allowing activation of either a more comfort-oriented response or a direct, sporty response to road bumps, depending on the given situation. The compression and rebound stage are adjusted by means of electrical control of the EDC valves.

     

    In addition to the anti-lock system ABS, electronic brake force distribution EBD, Cornering Brake Control (CBC) and the brake assistant, the standard driving stability control system DSC (Dynamic Stability Control) also includes a drive-off assistant, a brake dry function, Fading Brake Support and DTC mode (Dynamic Traction Control), which permits controlled slip so as to facilitate driving off on loose sand or deep snow. When the driving stability system is deactivated (DSC Off mode), there is an electronic locking function for the front axle differential known as the Electronic Differential Lock Control (EDLC) which selectively and appropriately brakes a spinning drive wheel on tight corners, redirecting the drive torque to the other wheel. A standard feature in the MINI Cooper S Clubman, Performance Control supports agile steering for dynamic cornering prior to reaching the threshold level.
    The MINI Cooper Clubman model is fitted as standard with 16-inch light alloy wheels. The new MINI Cooper S Clubman is fitted with 17-inch light alloy wheels as standard. The range of special equipment features additional light alloy wheels sized 17 to 19 inches.
    Low weight, stable passenger cell, comprehensive safety features.
    In the new MINI Clubman, too, intelligent lightweight construction ensures maximum safety, agility and acoustic comfort by means of a torsionally stiff, rigid but also weight-optimized body structure. Highly resilient load-bearing structures, deformation zones in optimum design and an extremely stable passenger cell provide an excellent basis for keeping impact energy away from passengers and ensuring maximum occupant protection.

     

    The integrated MINI safety concept also includes a standard fitting of six airbags, three-point automatic belts on all seats including belt tensioners and adaptive belt force limiters at the front and ISOFIX children's seat attachments at the rear tire pressure display for each individual wheel is also included as standard.

     

    The full range of driver assistance systems.
    The driver assistance systems optionally available for the MINI Clubman enable selective optimisation of comfort, driving fun and safety. They include Park Distance Control with sensors at front and rear, a rear view camera, the Parking Assistant which helps the driver select and use parking spaces parallel to the road, and a cruise control with brake function.
    The Driving Assistant option comprises a camera-based cruise control and distance control function that automatically maintains a distance from the vehicle ahead, as well as the collision and pedestrian warning system with initial brake function. In critical situations, the driver is initially warned by means of visual and acoustic signals. In addition to this, an automatic brake manoeuvre is triggered in the case of an imminent collision if there is a risk of a rear-on collision in urban traffic. Other components of the Driving Assistant include road sign detection for speed limits and the high beam assistant.

     

    The likewise optional MINI Head-Up-Display promotes concentration on the road in that it projects driving-related information onto an extendible display in the upper area of the instrument panel between the windscreen and steering wheel. Here it can be read quickly and conveniently without the driver having to avert their eyes from the road. The information that can be shown includes speed in figures, navigation directions in the form of arrow graphics and junction sketches, visual signals for collision warning, display symbols generated by Speed Limit Info, and Check Control messages and entertainment program details such as radio channels and track titles.

     

    For individual premium character and additional driving fun: high-end fittings, the current MINI Connected range.
    The standard trim of the new MINI Clubman includes such features as electrically adjustable exterior mirrors, dual zone automatic climate control, a rain sensor with automatic headlights, and a 6.5 inch display with MINI Connected and AUX-IN socket and USB interface, as well as Bluetooth connectivity for phone and streaming audio. A wide range of high-end options in the areas of comfort, functionality and individuality are available to allow drivers to match the car precisely to their own personal style. In addition to seat heating for driver and front passenger, there is also a panorama glass roof with a glass surface measuring 47.2 inches in length. Customers can upgrade from a standard sports leather steering wheel to a optional MINI Yours sports leather steering wheel or a John Cooper Works leather steering wheel. The options program also includes roof rails, electrically heated and foldable exterior mirrors and the twelve-speaker Harman Kardon audio system.
    The standard MINI Connected infotainment system offers extensive integration of smartphones in the car, allowing the use of internet-based services in the areas of infotainment, communication and driver experience. Numerous social media and infotainment functions for integration in the car via apps are available for both the Apple iPhone and for select Android smartphones. Operation is intuitive and reflects hallmark brand style in using the MINI Controller in the center console as well as a color display in the central instrument. The optional Wired Package includes an 8.8-inch version of the on-board computer and the MINI Touch Controller with touch-sensitive surface.
    The new MINI Clubman: an innovative concept with traditional roots.
    Offering driving fun typical of the brand, innovative technology and a maximum level of comfort and versatility, the new MINI Clubman brings the qualities of the latest model generation to an additional vehicle segment. In so doing, it draws on a principle that has defined the history of the brand and was first put into practice 55 years ago. Just one year after its debut, an additional body type was produced for the classic Mini so as to conquer new target groups, applying new techniques of creative space utilisation. Measuring 25 centimetres more in exterior length and with a wheelbase enlarged by 10 centimetres, the identically structured models Morris Mini Traveller and Austin Seven Countryman offered significantly enlarged space for passengers and luggage. As suggested by the model designations, both were designed for country outings and holiday trips with the family. Due to their still very compact exterior dimensions and customary agile handling properties, however, they continued to provide the driving experience that was typical of the classic Mini.
    The two models underscored their talents as a stylish means of transport not least by means of a luggage compartment opening at the rear that consisted of two wing doors. With each one opening at an angle of more than 90 degrees, the split doors facilitated loading of the car in tight parking spaces. This distinctive body feature contributes to optimised functionality in the new MINI Clubman, too. What is more, the split doors help make the new MINI Clubman an individual character within its segment – a modern interpretation of the tradition-steeped vehicle concept of the shooting brake, as is especially popular in the country in which MINI originated, the UK.
    The model designation Clubman first appeared in the classic Mini program in the year 1969. The original classic Mini model was still available and the newly developed car that bore the name of Clubman was positioned above it within the brand family. With a clear and sturdy-looking body design and a front section that now sported a broad radiator grille, it was offered as the Mini Clubman Estate from the outset. Again with split doors and extended transport capacity, this body variant replaced the models Morris Mini Traveller and Austin Seven Countryman, of which more than 200 000 had been already been sold by this time.
    As compared to its predecessors, the Mini Clubman Estate had grown by another 3.9 inches to an exterior length 11.2 feet. Modern functionality in the interior was provided in the form of new circular instruments: these replaced the speedometer positioned centrally in the dashboard and were now placed behind the steering wheel – directly in the driver's line of sight. The basic concept remained, consisting of short overhangs and widely set wheels, front-wheel drive and a transversely installed 4-cylinder engine at the front, while the output was increased from 34 to 39 hp. The Mini Clubman Estate remained in the program until 1982, and a total of 197,606 of this compact all-rounder were manufactured during this period.

     

    55 years of success: individualists with a sense of versatility.
    After the relaunch of the brand, too, there was soon a need for extended transport capacity and expanded variety in the model program. As the first premium model in the small car segment, the MINI offered terrific driving fun which many fans were keen to enjoy on long-distance trips, too. The MINI Clubman presented in 2007 responded to a desire for space to accommodate more passengers and luggage as well as to expectations of a 21st century automobile in terms of comfort, safety and efficiency. It took the shooting brake concept in MINI style to a whole new dimension – not just in terms of technology. The MINI Clubman surpassed its predecessor and namesake from the era of the classic Mini by more than half a meter with an exterior length of 3,945 millimeters.
    Within the MINI model program, the new addition took on the role of the extrovert individualist with a marked sense of versatility. Its unusual design – with distinctions that include a red dot award and an IF Product Design Award – combined the characteristic brand styling with distinctive proportions, the longest roof line ever seen in a MINI, a steep rear and a fresh and very striking interpretation of the legendary split doors.
    Behind the two rear doors, a luggage compartment was revealed that could be expanded to a volume of 32.8 ft3 by folding down the rear backrest. And that was not all: on the right-hand side the MINI Clubman featured an additional door that provided increased functionality in unconventional style. The rear-hinged so-called Clubdoor gave rear passengers a particularly convenient entrance and exit – stylish, unique and perfectly suited to the car's generous leg room, which had increased by eight centimetres as compared to the three-door MINI. The MINI Clubman was also available with three rear seats on request.
    The new model opened up a whole new range of ways to enrich everyday life and leisure with driving fun typical of the brand. Its unique blend of contemporary utility value, individual charisma and traditional roots took it to worldwide popularity, reflected in a total sales figure of 204,669 units up until the end of its production period. Now the latest interpretation of the shooting brake in characteristic MINI style is lined up at the start. Further matured and having grown out of the small car segment of its predecessor, the new MINI Clubman sets out to conquer additional target groups with progressive technology, clever functionality and individual style.

    0


      Report Article
    Sign in to follow this  
    Followers 0


    User Feedback


    From the front it looks like some sort of bug-eyed alien, but from the side it has a certain charm about it.

     

    I've never really been a fan of modern Mini's but this one has got some charm going for it, I'll give it that.

    0

    Share this comment


    Link to comment
    Share on other sites


    Your content will need to be approved by a moderator

    Guest
    You are commenting as a guest. If you have an account, please sign in.
    Add a comment...

    ×   You have pasted content with formatting.   Remove formatting

    ×   Your link has been automatically embedded.   Display as a link instead

    Loading...



  • Popular Stories

  • Similar Content

    • By dfelt
      G. David Felt
      Staff Writer Alternative Energy - www.CheersandGears.com
       
      2016 J.D. Powers VDS SUVs

      JD powers has their 2016 vehicle dependability study out. VDS Study
       You can review it for all other segments, but being a dedicated SUV / CUV buyer, I was curious to know after 3 years who was top dog.
      Small SUV - Buick Encore Compact SUV - Chevrolet Equinox Compact Premium SUV - Mercedes-Benz GLK Midsize SUV - Nissan Murano Midsize Premium SUV - Lexus GX Large SUV - GMC Yukon I have to say that having 3 of the 6 segments covered by a GM product is pretty damn impressive!
    • By William Maley
      Summertime means something different for everyone. For some, it’s time to enjoy the sunshine and warm weather. For others, it is the time to take that trip you have been thinking about for awhile. If you’re an automotive writer like myself, summertime means convertible season. The feeling of having the roof down and enjoying the expanded view of the sky is something quite special. This summer saw two of GM’s latest convertibles roll into the Cheers & Gears’ Detroit garage, the new Buick Cascada and recently redesigned Chevrolet Camaro SS convertible. How did these two droptops fare in the summer heat?
      Exterior:
      There is no denying the Opel/Vauxhall roots of the Buick Cascada as it is just basically the Cascada sold in Europe with Buick basing. But that isn’t a bad thing since the Cascada is handsome for the most part. The front features a new grille design and headlights with LED accents. The side profile reveals short overhangs for the front and rear. These overhangs make the side look somewhat oddly proportioned. A set 20-inch wheels come standard. Around back, a long chrome bar runs along the trunk lid into the taillights. 
      On the opposite end is the Chevrolet Camaro. If you’re looking for something quiet and doesn’t bring attention, then maybe you should pass on it. Redesigned last year, Chevrolet retained the Camaro’s basic profile with its sharp lines and rounded corners. But major work was done on the front and rear ends. The front features a narrow top grille and slim headlights. A massive grille sits underneath between a set of deep cuts into the front bumper. The back has been cleaned up with a new trunk lid design, rectangular headlights, and quad-exhaust tips. 
      One item both the Cascada and Camaro share is a fabric top. Putting the top down or up takes under 20 seconds for both vehicles. With the tops down, both vehicles look quite good. But put the tops up and the Cascada is the better looking of the two. I can’t put my finger as to why, but I think it deals with how the Cascada has a little bit more glass than the Camaro. 
      Interior:
      Unfortunately, both the Cascada and Camaro fall on their face when it comes to the interior for different reasons.
      In the case of the Cascada, it features the dash from the outgoing Verano and Encore. This reveals that the Cascada is older despite what Buick may have you think. For example, the center stack is laden with buttons and it will take you a few moments to find the specific one you’re looking for. Not helping is the Cascada using GM’s last-generation infotainment system. While the system is easy to use, the interface is looking very dated. It would have been nice if Buick could have slipped in the dash from the updated Encore into the Cascade, but that would have likely introduced more problems than solutions.
      On the upside, the Cascada’s interior is well-built and features decent quality materials. A fair amount of dash and door panels feature some soft touch material. The front seats are comfortable for short and long distance trips. Power adjustments for the driver’s seat make it easy to find a position that works. One touch Buick deserves applause for is the seat belt presenter. The front seat belts are nestled away when the Cascada is turned off to make it easier to get in and out of the back seat. But when you start it up, the presenter extends for both the driver and passenger to buckle in. The back seat provides enough space for kids or small adults. Taller folks like myself will find minimal legroom. With the top up, anyone sitting back here will feel very confined. With the top down, this feeling goes away. 
      Step into the 2016 Camaro Convertible’s interior and you’ll find the same retro ideas from the previous model such as the shape of the dash and circular vents. But Chevrolet improved the overall usability of the Camaro’s interior. For example, the retro-inspired engine information gauges that were placed ahead of the shifter in the previous generation are gone. In its place are a set of air vents that also control the temperature of the climate control system. 
      Our tester featured the optional Chevrolet MyLink system with navigation. We know we’re beating a dead horse with our complaints with MyLink such as a slow response when going from various screens and recognizing devices plugged into the USB ports. But you would think that GM would maybe issue an update or something by now to fix some of these issues? Like other Chevrolet models we have driven this year, the Camaro’s MyLink system comes with Android Auto and Apple CarPlay compatibility. We tried CarPlay and found it to be easier to use than most automaker’s infotainment systems. But, we had issues with apps crashing and the system not always recognizing our phone.
      The front bucket seats are quite comfortable and will hold you in if you decide to tackle that special road aggressively. A set of power adjustments makes it easy for anyone to find a comfortable position. The back seat is best reserved for small kids or extra storage as legroom is nonexistent. You would think that the Camaro Convertible wouldn’t feel as claustrophobic as the coupe since you can put the top down, but it isn’t. Sitting in the Camaro convertible with the top down, I felt like I was being contained in a small box. Blame the high belt line for this.
      Powertrain:
      Power for the Buick Cascada comes from a turbocharged 1.6L four-cylinder with 200 horsepower and 207 pound-feet of torque. This is paired with a six-speed automatic. The figures are impressive for this engine. But drop it into the Cascada and it is quite disappointing. Performance is very lethargic as the engine has to overcome the nearly two tons of Cascada. It feels like an eternity getting up to speed and you’ll find yourself putting the pedal to the floor to get the vehicle moving at a sufficient rate. EPA figures for the Cascada stand at 20 City/27 Highway/23 Combined. My average for the week landed at 21 mpg. 
      The Camaro’s engine lineup includes a 3.6L V6, turbocharged 2.0L four, and our SS tester’s 6.2L V8. The V8 pumps out 455 horsepower and 455 pound-feet of torque. We had the optional eight-speed automatic, but you can get a six-speed manual. The V8 makes the Camaro Convertible stupidly fun. I found myself wanting to roll down the window at a stop light to tell the vehicle next to me “let me play you the song of my people” before stomping on the accelerator and having the V8 roar into life as the light turns green. The engine will pin you in your seat if you floor it and there is a never-ending stream of power throughout the rev range. A nice touch is the optional dual-mode exhaust system that only amplifies the noises of the V8. The eight-speed automatic is ofine around town and on the highway but stumbles somewhat in enthusiastic driving where it takes a moment to downshift when slowing down. Fuel economy for the Camaro SS Convertible stands at 17 City/28 Highway/20 Combined. I got about 19 mpg during my week-long test.
      Ride & Handling:
      Describing the ride and handling characteristics of the Cascada can be summed up in one word; smooth. Buick’s engineers tuned the Cascada’s suspension to deliver an almost magic carpet ride. Even with a set of twenty-inch wheels as standard equipment, the Cascada is able to deal with rough roads with no issues. Around corners, the Cascada feels planted and body roll is kept in check. But don’t plan on doing anything enthusiastic with it. The steering is a little bit too light for it. Drive it like a relaxed cruiser and you’ll enjoy it. Wind buffeting is minimal with either the windows rolled up or down.
      The Camaro Convertible is shocking as to how well it handles. Part of this comes down to optional Magnetic Ride Control (MRC) system which limits body roll. Chevrolet engineers also worked on improving the structural rigidity of the Camaro. The combination makes the convertible just as good as the coupe in corners. Direction change is fast and there is plenty of grip coming from the meaty tires. Where the Camaro Convertible falters is the ride quality. The SS comes with a set of twenty-inch wheels. While they do look sharp, it makes for a somewhat unbearable ride. Bumps of any size are clearly transmitted to those sitting inside. MRC does its best to provide a comfortable ride, but it might be worth considering going down to a smaller wheel to improve the ride. Wind buffeting is kept in check with the windows up or down.
      Price:
      The 2016 Buick Cascada starts at $33,065 for the base model. Our up-level Premium starts at $36,065 and comes to an as-tested price of $37,385 thanks to the vehicle being finished in an optional blue color. You really don’t get much in terms of additional features when compared to the base Cascada aside from some additional safety features - front and rear parking sensors, lane departure warning, and forward collision alert - and automatic wipers. Also for that amount of cash, you could with the Audi A3 cabriolet which offers a slightly more premium interior. But you would lose out on the larger back seat of the Cascada. You would be better off with the base Cascada.
      If you have your heart set on a Camaro Convertible, be ready to shell out the cash. The 2016 Camaro 2SS Convertible carries a base sticker of $48,300 - $6,005 more expensive than the coupe. Add on the list of options fitted to our tester such as the eight-speed automatic, magnetic ride control, and dual-mode exhaust system and you’ll end up with an as-tested price of $54,075. I’ll give you a moment to pick yourself up from the floor due to the price shock. The Camaro is nice car all-around, but is it really worth dropping $54,000?! We’re not so sure. 
      Verdict:
      Both of vehicles have issues that don’t make them as appealing. The Cascada’s engine either needs to be kicked to the curb or head off to the gym to get a bit more power. It would nice if Buick could also figure how to put in the dash from the updated Encore into the Cascada, although that might prove to be an engineering nightmare and something that would be better suited for the next-generation model. The Camaro Convertible’s price tag will make a number of people and their bank accounts cry. Also for being a convertible, the Camaro still feels as claustrophobic as the coupe.
      But when you drop the tops in both models, you forget all about the issues. Instead, you begin to take in the sky and rush of the wind. This makes you remember why you bought a convertible, to enjoy the feeling of openness. It is only when you put the top back up that makes you wonder if you can live with the issues. In the case of the Cascada, the answer is no. The Camaro is a maybe.
       
       
      Disclaimer: General Motors Provided the Cascada and Camaro; Insurance, and One Tank of Gas
      Year: 2016
      Make: Buick
      Model: Cascada
      Trim: Premium
      Engine: Turbocharged 1.6L SIDI DOHC with VVT
      Driveline: Front-Wheel Drive, Six-Speed Automatic
      Horsepower @ RPM: 200 @ 5,500
      Torque @ RPM: 207 @ 1,800 - 4,500, 221 @ 2,200 - 4,000 (with overboost)
      Fuel Economy: City/Highway/Combined - 20/27/23
      Curb Weight: 3,979 lbs
      Location of Manufacture: Gliwice, Poland
      Base Price: $36,065
      As Tested Price: $37,385 (Includes $925.00 Destination Charge)
      Options:
      Deep Sky Metallic - $395.00
      Year: 2016
      Make: Chevrolet
      Model: Camaro Convertible
      Trim: SS
      Engine: 6.2L VVT DI V8
      Driveline: Rear-Wheel Drive, Eight-Speed Automatic
      Horsepower @ RPM: 455 @ 6,000
      Torque @ RPM: 455 @ 4,400
      Fuel Economy: City/Highway/Combined - 17/28/20
      Curb Weight: 3,966 lbs
      Location of Manufacture: Lansing, MI
      Base Price: $48,300
      As Tested Price: $54,075 (Includes $995.00 Destination Charge)
      Options:
      Magnetic Ride Control - $1,695.00
      Eight-Speed Automatic - $1,495.00
      Dual-Mode Exhaust - $895.00
      Chevrolet MyLink with Navigation - $495.00
      20" 5-Split Spoke Aluminum Wheels - $200.00

      View full article
    • By William Maley
      Summertime means something different for everyone. For some, it’s time to enjoy the sunshine and warm weather. For others, it is the time to take that trip you have been thinking about for awhile. If you’re an automotive writer like myself, summertime means convertible season. The feeling of having the roof down and enjoying the expanded view of the sky is something quite special. This summer saw two of GM’s latest convertibles roll into the Cheers & Gears’ Detroit garage, the new Buick Cascada and recently redesigned Chevrolet Camaro SS convertible. How did these two droptops fare in the summer heat?
      Exterior:
      There is no denying the Opel/Vauxhall roots of the Buick Cascada as it is just basically the Cascada sold in Europe with Buick basing. But that isn’t a bad thing since the Cascada is handsome for the most part. The front features a new grille design and headlights with LED accents. The side profile reveals short overhangs for the front and rear. These overhangs make the side look somewhat oddly proportioned. A set 20-inch wheels come standard. Around back, a long chrome bar runs along the trunk lid into the taillights. 
      On the opposite end is the Chevrolet Camaro. If you’re looking for something quiet and doesn’t bring attention, then maybe you should pass on it. Redesigned last year, Chevrolet retained the Camaro’s basic profile with its sharp lines and rounded corners. But major work was done on the front and rear ends. The front features a narrow top grille and slim headlights. A massive grille sits underneath between a set of deep cuts into the front bumper. The back has been cleaned up with a new trunk lid design, rectangular headlights, and quad-exhaust tips. 
      One item both the Cascada and Camaro share is a fabric top. Putting the top down or up takes under 20 seconds for both vehicles. With the tops down, both vehicles look quite good. But put the tops up and the Cascada is the better looking of the two. I can’t put my finger as to why, but I think it deals with how the Cascada has a little bit more glass than the Camaro. 
      Interior:
      Unfortunately, both the Cascada and Camaro fall on their face when it comes to the interior for different reasons.
      In the case of the Cascada, it features the dash from the outgoing Verano and Encore. This reveals that the Cascada is older despite what Buick may have you think. For example, the center stack is laden with buttons and it will take you a few moments to find the specific one you’re looking for. Not helping is the Cascada using GM’s last-generation infotainment system. While the system is easy to use, the interface is looking very dated. It would have been nice if Buick could have slipped in the dash from the updated Encore into the Cascade, but that would have likely introduced more problems than solutions.
      On the upside, the Cascada’s interior is well-built and features decent quality materials. A fair amount of dash and door panels feature some soft touch material. The front seats are comfortable for short and long distance trips. Power adjustments for the driver’s seat make it easy to find a position that works. One touch Buick deserves applause for is the seat belt presenter. The front seat belts are nestled away when the Cascada is turned off to make it easier to get in and out of the back seat. But when you start it up, the presenter extends for both the driver and passenger to buckle in. The back seat provides enough space for kids or small adults. Taller folks like myself will find minimal legroom. With the top up, anyone sitting back here will feel very confined. With the top down, this feeling goes away. 
      Step into the 2016 Camaro Convertible’s interior and you’ll find the same retro ideas from the previous model such as the shape of the dash and circular vents. But Chevrolet improved the overall usability of the Camaro’s interior. For example, the retro-inspired engine information gauges that were placed ahead of the shifter in the previous generation are gone. In its place are a set of air vents that also control the temperature of the climate control system. 
      Our tester featured the optional Chevrolet MyLink system with navigation. We know we’re beating a dead horse with our complaints with MyLink such as a slow response when going from various screens and recognizing devices plugged into the USB ports. But you would think that GM would maybe issue an update or something by now to fix some of these issues? Like other Chevrolet models we have driven this year, the Camaro’s MyLink system comes with Android Auto and Apple CarPlay compatibility. We tried CarPlay and found it to be easier to use than most automaker’s infotainment systems. But, we had issues with apps crashing and the system not always recognizing our phone.
      The front bucket seats are quite comfortable and will hold you in if you decide to tackle that special road aggressively. A set of power adjustments makes it easy for anyone to find a comfortable position. The back seat is best reserved for small kids or extra storage as legroom is nonexistent. You would think that the Camaro Convertible wouldn’t feel as claustrophobic as the coupe since you can put the top down, but it isn’t. Sitting in the Camaro convertible with the top down, I felt like I was being contained in a small box. Blame the high belt line for this.
      Powertrain:
      Power for the Buick Cascada comes from a turbocharged 1.6L four-cylinder with 200 horsepower and 207 pound-feet of torque. This is paired with a six-speed automatic. The figures are impressive for this engine. But drop it into the Cascada and it is quite disappointing. Performance is very lethargic as the engine has to overcome the nearly two tons of Cascada. It feels like an eternity getting up to speed and you’ll find yourself putting the pedal to the floor to get the vehicle moving at a sufficient rate. EPA figures for the Cascada stand at 20 City/27 Highway/23 Combined. My average for the week landed at 21 mpg. 
      The Camaro’s engine lineup includes a 3.6L V6, turbocharged 2.0L four, and our SS tester’s 6.2L V8. The V8 pumps out 455 horsepower and 455 pound-feet of torque. We had the optional eight-speed automatic, but you can get a six-speed manual. The V8 makes the Camaro Convertible stupidly fun. I found myself wanting to roll down the window at a stop light to tell the vehicle next to me “let me play you the song of my people” before stomping on the accelerator and having the V8 roar into life as the light turns green. The engine will pin you in your seat if you floor it and there is a never-ending stream of power throughout the rev range. A nice touch is the optional dual-mode exhaust system that only amplifies the noises of the V8. The eight-speed automatic is ofine around town and on the highway but stumbles somewhat in enthusiastic driving where it takes a moment to downshift when slowing down. Fuel economy for the Camaro SS Convertible stands at 17 City/28 Highway/20 Combined. I got about 19 mpg during my week-long test.
      Ride & Handling:
      Describing the ride and handling characteristics of the Cascada can be summed up in one word; smooth. Buick’s engineers tuned the Cascada’s suspension to deliver an almost magic carpet ride. Even with a set of twenty-inch wheels as standard equipment, the Cascada is able to deal with rough roads with no issues. Around corners, the Cascada feels planted and body roll is kept in check. But don’t plan on doing anything enthusiastic with it. The steering is a little bit too light for it. Drive it like a relaxed cruiser and you’ll enjoy it. Wind buffeting is minimal with either the windows rolled up or down.
      The Camaro Convertible is shocking as to how well it handles. Part of this comes down to optional Magnetic Ride Control (MRC) system which limits body roll. Chevrolet engineers also worked on improving the structural rigidity of the Camaro. The combination makes the convertible just as good as the coupe in corners. Direction change is fast and there is plenty of grip coming from the meaty tires. Where the Camaro Convertible falters is the ride quality. The SS comes with a set of twenty-inch wheels. While they do look sharp, it makes for a somewhat unbearable ride. Bumps of any size are clearly transmitted to those sitting inside. MRC does its best to provide a comfortable ride, but it might be worth considering going down to a smaller wheel to improve the ride. Wind buffeting is kept in check with the windows up or down.
      Price:
      The 2016 Buick Cascada starts at $33,065 for the base model. Our up-level Premium starts at $36,065 and comes to an as-tested price of $37,385 thanks to the vehicle being finished in an optional blue color. You really don’t get much in terms of additional features when compared to the base Cascada aside from some additional safety features - front and rear parking sensors, lane departure warning, and forward collision alert - and automatic wipers. Also for that amount of cash, you could with the Audi A3 cabriolet which offers a slightly more premium interior. But you would lose out on the larger back seat of the Cascada. You would be better off with the base Cascada.
      If you have your heart set on a Camaro Convertible, be ready to shell out the cash. The 2016 Camaro 2SS Convertible carries a base sticker of $48,300 - $6,005 more expensive than the coupe. Add on the list of options fitted to our tester such as the eight-speed automatic, magnetic ride control, and dual-mode exhaust system and you’ll end up with an as-tested price of $54,075. I’ll give you a moment to pick yourself up from the floor due to the price shock. The Camaro is nice car all-around, but is it really worth dropping $54,000?! We’re not so sure. 
      Verdict:
      Both of vehicles have issues that don’t make them as appealing. The Cascada’s engine either needs to be kicked to the curb or head off to the gym to get a bit more power. It would nice if Buick could also figure how to put in the dash from the updated Encore into the Cascada, although that might prove to be an engineering nightmare and something that would be better suited for the next-generation model. The Camaro Convertible’s price tag will make a number of people and their bank accounts cry. Also for being a convertible, the Camaro still feels as claustrophobic as the coupe.
      But when you drop the tops in both models, you forget all about the issues. Instead, you begin to take in the sky and rush of the wind. This makes you remember why you bought a convertible, to enjoy the feeling of openness. It is only when you put the top back up that makes you wonder if you can live with the issues. In the case of the Cascada, the answer is no. The Camaro is a maybe.
       
       
      Disclaimer: General Motors Provided the Cascada and Camaro; Insurance, and One Tank of Gas
      Year: 2016
      Make: Buick
      Model: Cascada
      Trim: Premium
      Engine: Turbocharged 1.6L SIDI DOHC with VVT
      Driveline: Front-Wheel Drive, Six-Speed Automatic
      Horsepower @ RPM: 200 @ 5,500
      Torque @ RPM: 207 @ 1,800 - 4,500, 221 @ 2,200 - 4,000 (with overboost)
      Fuel Economy: City/Highway/Combined - 20/27/23
      Curb Weight: 3,979 lbs
      Location of Manufacture: Gliwice, Poland
      Base Price: $36,065
      As Tested Price: $37,385 (Includes $925.00 Destination Charge)
      Options:
      Deep Sky Metallic - $395.00
      Year: 2016
      Make: Chevrolet
      Model: Camaro Convertible
      Trim: SS
      Engine: 6.2L VVT DI V8
      Driveline: Rear-Wheel Drive, Eight-Speed Automatic
      Horsepower @ RPM: 455 @ 6,000
      Torque @ RPM: 455 @ 4,400
      Fuel Economy: City/Highway/Combined - 17/28/20
      Curb Weight: 3,966 lbs
      Location of Manufacture: Lansing, MI
      Base Price: $48,300
      As Tested Price: $54,075 (Includes $995.00 Destination Charge)
      Options:
      Magnetic Ride Control - $1,695.00
      Eight-Speed Automatic - $1,495.00
      Dual-Mode Exhaust - $895.00
      Chevrolet MyLink with Navigation - $495.00
      20" 5-Split Spoke Aluminum Wheels - $200.00
    • By William Maley
      Three years might not seem like a long time. But in the automotive industry, it is an eternity. In that short amount time, a vehicle may be surpassed by competitors and sales may take a dive. Take for example the Nissan Altima. When the redesigned model was launched back in 2013, it was considered to be above-average and some key advantages over rivals. But time has passed and the Altima has been surpassed in a number of key areas by refreshed/redesigned competitors. Nissan knew they needed to do something to get the Altima back in contention. Last year, they introduced a refreshed Altima that would hopefully give them a fighting chance in the class. Let's see if it does.
      If you were expecting some big changes to the Altima’s exterior in this mid-cycle refresh, then you’ll be disappointed. The front end features a new V-shaped grille and revised headlights to bring the model in line with the current Nissan design language. Updated taillights and new wheel choices finish off the changes. The interior is mostly left alone in this refresh aside from some new choices of trim pieces. That isn’t a bad thing as the Altima’s interior is a nice place to be in with ample space for passengers, a fair amount of soft-touch materials used throughout, and a simple dash layout. 
      One item we do wish Nissan would have addressed in this refresh is the NissanConnect infotainment system. All Altimas come with a five-inch touchscreen as standard, while our SL tester featured the optional seven-inch screen. This system has a number of issues ranging from an interface that makes it look older than it really is to the system crashing our iPod on a regular basis. More worrying was the system crashing and rebooting twice during our week-long test. It would be nice for Nissan to take the system out of the Maxima and Murano and put it into the rest of their lineup as it doesn’t have the issues listed here.
      Under the hood of the Altima are the same engines that have powered it since 2013. Our Altima SL tester came with the standard 2.5L four-cylinder with 183 horsepower and 180 pound-feet of torque. Optional is a 3.5L V6 with 270 horsepower and 251 pound-feet of torque. No matter which engine you pick, a Xtronic CVT routes the power to the front wheels. The 2.5 does quite well around town as the engine gets up to speed at a decent rate. Getting onto the highway is another story as you’ll need to almost floor the gas pedal to get up to speed at a somewhat decent rate. This also brings forth an abundance of engine noise, something we complained about in our 2014 Nissan Altima SL review. At least the Xtronic CVT is responsive when you step on the accelerator and the illusion of the stepped gears can make most buyers believe they’re driving an automatic.
      The EPA rates the Altima’s fuel economy at 27 City/39 Highway/31 Combined. Our average for the week landed around 31.7 MPG.
      The Altima’s ride and handling characteristics are in the middle. The suspension does a decent job of soaking up most bumps, but some larger ones will make their way inside. The recently redesigned Chevrolet Malibu and Volkswagen Passat do a better job in this regard. In the bends, the Altima feels composed and shows little body roll. But the steering is way too light and doesn’t offer enough feel to feel sporty. If you want that, a Mazda6 or Ford Fusion should be on the list.
      How do you sum up the 2016 Nissan Altima? It is a competent midsize sedan. But competent isn’t a strong selling point to a midsize sedan as you can apply to any model in the class. What you need is something that makes your model stand out whether in terms of design or features. The Altima doesn’t have anything like that.
      Picking the Altima may be the safe choice, but it be might a choice you regret.
      Disclaimer: Nissan Provided the Altima, Insurance, and One Tank of Gas
      Year: 2016
      Make: Nissan
      Model: Altima
      Trim: 2.5 SL
      Engine: 2.5L DOHC Four-Cylinder
      Driveline: Front-Wheel Drive, Xtronic CVT
      Horsepower @ RPM: 182 @ 6,000
      Torque @ RPM: 180 @ 4,000
      Fuel Economy: City/Highway/Combined - 27/39/31
      Curb Weight: 3,254 lbs
      Location of Manufacture: Smyrna, TN
      Base Price: $28,570
      As Tested Price: $32,115 (Includes $835.00 Destination Charge)
      Options:
      Technology Package - $1,700
      Moonroof Package - $800.00
      Carpeted Floormats and Trunk Mat - $210.00

      View full article
    • By William Maley
      Three years might not seem like a long time. But in the automotive industry, it is an eternity. In that short amount time, a vehicle may be surpassed by competitors and sales may take a dive. Take for example the Nissan Altima. When the redesigned model was launched back in 2013, it was considered to be above-average and some key advantages over rivals. But time has passed and the Altima has been surpassed in a number of key areas by refreshed/redesigned competitors. Nissan knew they needed to do something to get the Altima back in contention. Last year, they introduced a refreshed Altima that would hopefully give them a fighting chance in the class. Let's see if it does.
      If you were expecting some big changes to the Altima’s exterior in this mid-cycle refresh, then you’ll be disappointed. The front end features a new V-shaped grille and revised headlights to bring the model in line with the current Nissan design language. Updated taillights and new wheel choices finish off the changes. The interior is mostly left alone in this refresh aside from some new choices of trim pieces. That isn’t a bad thing as the Altima’s interior is a nice place to be in with ample space for passengers, a fair amount of soft-touch materials used throughout, and a simple dash layout. 
      One item we do wish Nissan would have addressed in this refresh is the NissanConnect infotainment system. All Altimas come with a five-inch touchscreen as standard, while our SL tester featured the optional seven-inch screen. This system has a number of issues ranging from an interface that makes it look older than it really is to the system crashing our iPod on a regular basis. More worrying was the system crashing and rebooting twice during our week-long test. It would be nice for Nissan to take the system out of the Maxima and Murano and put it into the rest of their lineup as it doesn’t have the issues listed here.
      Under the hood of the Altima are the same engines that have powered it since 2013. Our Altima SL tester came with the standard 2.5L four-cylinder with 183 horsepower and 180 pound-feet of torque. Optional is a 3.5L V6 with 270 horsepower and 251 pound-feet of torque. No matter which engine you pick, a Xtronic CVT routes the power to the front wheels. The 2.5 does quite well around town as the engine gets up to speed at a decent rate. Getting onto the highway is another story as you’ll need to almost floor the gas pedal to get up to speed at a somewhat decent rate. This also brings forth an abundance of engine noise, something we complained about in our 2014 Nissan Altima SL review. At least the Xtronic CVT is responsive when you step on the accelerator and the illusion of the stepped gears can make most buyers believe they’re driving an automatic.
      The EPA rates the Altima’s fuel economy at 27 City/39 Highway/31 Combined. Our average for the week landed around 31.7 MPG.
      The Altima’s ride and handling characteristics are in the middle. The suspension does a decent job of soaking up most bumps, but some larger ones will make their way inside. The recently redesigned Chevrolet Malibu and Volkswagen Passat do a better job in this regard. In the bends, the Altima feels composed and shows little body roll. But the steering is way too light and doesn’t offer enough feel to feel sporty. If you want that, a Mazda6 or Ford Fusion should be on the list.
      How do you sum up the 2016 Nissan Altima? It is a competent midsize sedan. But competent isn’t a strong selling point to a midsize sedan as you can apply to any model in the class. What you need is something that makes your model stand out whether in terms of design or features. The Altima doesn’t have anything like that.
      Picking the Altima may be the safe choice, but it be might a choice you regret.
      Disclaimer: Nissan Provided the Altima, Insurance, and One Tank of Gas
      Year: 2016
      Make: Nissan
      Model: Altima
      Trim: 2.5 SL
      Engine: 2.5L DOHC Four-Cylinder
      Driveline: Front-Wheel Drive, Xtronic CVT
      Horsepower @ RPM: 182 @ 6,000
      Torque @ RPM: 180 @ 4,000
      Fuel Economy: City/Highway/Combined - 27/39/31
      Curb Weight: 3,254 lbs
      Location of Manufacture: Smyrna, TN
      Base Price: $28,570
      As Tested Price: $32,115 (Includes $835.00 Destination Charge)
      Options:
      Technology Package - $1,700
      Moonroof Package - $800.00
      Carpeted Floormats and Trunk Mat - $210.00
  • Recent Status Updates

  • Who's Online (See full list)