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The return of the Mini in 2002 was part of a larger trend toward retromobiles that included the Volkswagen New Beetle, Chrysler PT Cruiser and later, Ford’s vaunted Mustang. But while the new Mini kept the same name as its British-born forebear, it had a German automaker, BMW, to thank for its existence.

Other things the new car had in common with the original were its small size (though the new one was significantly larger than the original) and its amazing handling and road-holding attributes.

The new Mini came in two flavours: the base Cooper and up-level Cooper S. Both used a 1.6-litre four-cylinder engine, naturally aspirated in the Cooper making 115 horsepower, and supercharged in the Cooper S producing 163 horsepower (168 horses in 2005 and 2006 cars). The more basic Cooper got a five-speed manual transmission, while the Cooper S used a six-speed stick.

2005 Mini Cooper convertible; photo by Michael LaFave. Click image to enlarge

In earlier cars, if you wanted an automatic, your only option was a continuously variable transmission, and that was only offered in the non-supercharged Cooper. In 2006, a six-speed automatic became available for the supercharged cars. In 2004, a de-contented (and less-expensive) Cooper Classic model was added, and a convertible joined the line-up in 2005.

As one would expect of a small car, fuel consumption is fairly low, regardless of which engine is under the hood. The most economical set-up, according to Natural Resources Canada, is the Mini Cooper with a five-speed manual transmission, whose consumption works out to about 8.5 L/100 km (city) and 6 L/100 km (highway).

2002 Mini Cooper S (intercooler); photo by Laurance Yap. Click image to enlarge

You’ll use a little more gas in the Cooper S – its ratings are 9.5 L/100 km (city) and 6.5 L/100 km (highway) – which, in the real world, probably has as much to do with its increased power output as how that extra punch affects your right foot. Either engine is less efficient with an automatic transmission, but the difference in NRCan numbers is more apparent in city driving. Keep in mind that while the Mini has a 50-litre fuel tank, premium fuel is required regardless of engine choice.

A 2004 Mini Cooper S tested by the National Highway Traffic Safety Administration (NHTSA) earned four stars apiece for driver and front passenger protection in frontal impacts, and four stars for front-seat occupant protection in side impacts. Rear-seat side impact protection wasn’t tested, as the rear seat was deemed too small.

2004 Mini Cooper Classic (top); 2002 Mini Cooper S interior; photos by Greg Wilson. Click image to enlarge

In Insurance Institute for Highway Safety (IIHS) testing, the Mini Cooper got a “good” rating in the organization’s frontal offset crash test, and an “average” rating in its side impact test. That result, as well as the NHTSA’s side impact test result, was achieved by a car with front seat-mounted side airbags, which were optional in Canadian Minis up to 2004; they became standard across the line in 2005. Also, the IIHS notes that 2006 models built after December 2005 got revised door hinges and more padding in the body designed to better protect rear-seat occupants in side impacts. The car the IIHS tested was one of these revised models.

Sadly, it appears these new Minis have not enjoyed a consistent reliability record, with many trouble spots having been noted on NorthAmericanMotoring.com, a Mini-related Internet forum. Key among these issues are failed power steering pumps that have been linked to engine-bay fires. Many owners have found rust on their cars’ door sills; this may be the result of water getting trapped under the weatherstripping. There’s a lengthy discussion on the topic of stalling engines and the combination of the Mini’s stiff suspension and hard-riding run flat tires gets the blame for cracked and/or bent front strut mounts. The laundry list of common issues also includes faulty power windows; cracked and leaky engine coolant expansion tanks; cracked windshields (another possible result of the stiff suspension); surging engines (known on forums as the “yo-yo effect”); a noise from the dash that sounds like bubble wrap being popped and hydraulic motor mounts that leak, a problem limited to the 2004 and newer cars that use these particular parts.

2002 Mini Cooper S; photo by Greg Wilson. Click image to enlarge

Consumer Reports prefers later model Mini Coopers in terms of reliability, pointing out electrical system and transmission troubles in earlier cars. This thread covers these and other troubleshooting issues.

According to Canadian Red Book, used Mini values range from $13,425 (2002 Mini Cooper) to $34,425 (2006 Mini Cooper S convertible). You may have to look hard for cars being sold for anything close to Red Book values, however, as these cars’ desirability tends to keep resale values on the high side. If you had $20,000 to spend, aim for a 2003 Cooper S; the same amount might get you a 2004 or 2005 Cooper or Cooper Classic.

2002 Mini Cooper S; photo by Greg Wilson. Click image to enlarge

As far as their fun-to-drive factor is concerned, the Mini was (and continues to be, with a second-generation set to go on sale in early 2007) a strong value brand new. Getting a used one a bit cheaper is an attractive proposition too, as long as you can work out a reasonable deal. An extensive list of reliability problems is a concern, however, and certainly gives us the impression that these cars can be frustrating to own, particular when no longer backed up by a factory warranty. We too would have a hard time saying no to a good deal on one, so our advice is simple: make darn sure you really love the car, and are willing to put up with any possible antics, before you sign the cheque.

2002: Certain vehicles do not comply with the requirements of CMVSS 110 – Tire Information Label. Specifically, the relationship between tire size and maximum tire pressure is not present on the label. Tire pressure that is either too low or too high can cause premature wear and/or tire damage, and could lead to unfavourable driving conditions. Correction: Mini Canada will mail updated tire information labels to owners of affected vehicles.

Transport Canada Recall Number: 2002144; Units affected: 782

2002: On certain vehicles equipped with manual transmissions, the shift cable could detach from the transmission shift linkage while the driver is attempting to change gears. If the transmission moves into neutral and remains there, the ability to accelerate or maintain speed will be lost, increasing the risk of a crash. Correction: Dealers will inspect the shift cable and, if necessary, install a retaining clip over the end of the shift cable to prevent it from detaching from the transmission.

Transport Canada Recall Number: 2002118; Units affected: 44

2002: On certain vehicles the tether anchor hardware for attaching a child seat upper mount may be missing. Thus, the vehicle may not comply with CMVSS 210.1. Correction : Dealers will replace any missing hardware.

Transport Canada Recall Number: 2003055; Units affected: 462

2003: On certain vehicles, the head of the screw securing the rear struts to the chassis may tear off. The remaining portion of the screw (stud, or shaft) will still hold the strut in place. However, if left unattended over a longer period of time, and depending on driving conditions, the stud/shaft may break. If this occurred, the chassis would lean directly on the tire, diminishing the driver’s ability to control the vehicle. Depending on traffic conditions and the driver’s reactions, this could lead to a crash. Correction: Dealer will replace the lower screw connection of the rear struts.

Transport Canada Recall Number: 2004243; Units affected: 167

2004: On certain vehicles, the flat tire monitoring system’s programming could contain a defect. Specifically, an audible signal (single gong) that is used, in part, to alert the driver to a flat tire, has not been correctly programmed. In the event of a flat tire, the audible signal will not sound. Also, the system’s indicator lamp will illuminate, but contrary to the description in the Owner’s Manual will not flash. Correction: Dealers will reprogram the instrument cluster.

Transport Canada Recall Number: 2006013; Units affected: 11

2006: On certain vehicles equipped with a constant velocity (sic) transmission (CVT), the connection between the transmission gear selector rod and the lock plate may not have been laser-welded correctly. If the weld were to break, the gear currently engaged would remain in position. It would no longer be possible to shift transmission gear positions using the selector lever. The display for the transmission in the instrument cluster may then show a gear position that does not correspond to the actual gear position of the transmission. The potential exists for the vehicle to pull away from stop in the opposition direction to that desired, or if the vehicle was parked on an incline of sufficient grade, and the parking brake was not engaged, this could result in a vehicle rollaway condition. Correction: Dealers will inspect the transmission gear selector rod to lock plate weld and, if necessary, will replace the CVT transmission.

Used vehicle prices vary depending on factors such as general condition, odometer reading, usage history and options fitted. Always have a used vehicle checked by an experienced auto technician before you buy.

For information on recalls, see Transport Canada’s web-site, www.tc.gc.ca, or the U.S. National Highway Transportation Administration (NHTSA)web-site, www.nhtsa.dot.gov.

For information on vehicle service bulletins issued by the manufacturer, visit www.nhtsa.dot.gov.

For information on consumer complaints about specific models, see www.lemonaidcars.com.