MINI has announced the introduction of updated versions of the John Cooper Works Clubman estate and John Cooper Works Countryman crossover. Both receive a thoroughly reworked drivetrain, consisting of a heavily tweaked engine and a brand new gearbox. As such power climbs 74bhp to 302bhp with 450Nm torque, and in both models drive is sent to a MINI ALL4 all-wheel-drive setup via a new eight-speed automatic gearbox. Against the clock MINI claims that the John Cooper Works Clubman is capable of 0-62mph in 4.9 seconds, with the Countryman capable of the benchmark dash in 5.1 seconds. Respectively, that鈥檚 1.4 and 1.5 seconds faster than previously. Both are electronically muzzled to 155mph flat out. Elsewhere, the new cars both receive a freshly developed sports exhaust system with twin exit pipes, but some chassis changes are also laid on alongside the heavy drivetrain shake-up. MINI says it has revised the suspension geometry for both cars, with model specific tweaks for the single-joint spring-strut axles springing the front wheels, and the multi-joint setup at the cars鈥?rears. Both cars are available with adaptive dampers and new sports brake systems, while the Clubman now sits 10mm lower than before. Equipment wise, both the Clubman and the Countryman feature John Cooper Works sports seats, steering wheels alongside anthracite headlining. Both ride on black 18-inch wheels as standard, and feature LED headlights, a 6.5-inch touchscreen infotainment display with navigation rear parking sensors, a reversing camera and heated seats by default as well. The updated John Cooper Works Clubman and Countryman go on sale in the UK in July, priced from 拢34,250 and 拢35,550 respectively. Are you pleased to see the JCW Clubman and JCW Countryman gets more power?
For years the Cayman has had things its own way in this sector, but new and refreshed rivals like its two competitors here have brought things closer. Now that the 718 Cayman is the entry point into Porsche鈥檚 sports car range - it used to be the Boxster - the German coupe has got some tough opponents, so can it continue its winning ways? The Porsche 718 Cayman offers something neither of its rivals in this test can: a manual gearbox. This six-speed entry-level Cayman costs 拢44,959, so is on par with the TT S for price and undercuts the Alpine by around 拢2,000. Of course, you can also spec a seven-speed PDK model, which levels the playing field a little more with the A110, at 拢46,959. However, when manual transmissions are this good they鈥檙e worth savouring. Besides, these cars are all about driving enjoyment and this element of the 718鈥檚 repertoire adds another addictive layer to the driving experience.
Like the Alpine, the Porsche is mid-engined and sends drive to the rear. It has multi-link-style suspension at the front and rear, and while the chassis is made mostly of steel it鈥檚 actually closer in concept and layout to the Alpine鈥檚 predominantly aluminium set-up. Unlike the TT鈥檚 MQB underpinnings, the Porsche鈥檚 platform is limited to the Cayman and Boxster roadster. Our car was fitted with the 拢926 Porsche Torque Vectoring option that adds a limited-slip differential to boost traction and agility. Other extras included a 拢1,592 sports exhaust, adaptive dampers at 拢1,010 and heated seats, which cost an additional 拢294. While these options look pricey, you might need to add a few because there鈥檚 only a basic level of kit fitted as standard, which includes sat-nav, Apple CarPlay and climate control. Rear parking sensors are extra, at 拢362, while cruise control costs 拢228. Quality is strong, though; in fact, the materials are plusher than the Audi鈥檚, while the build is just as solid, but the Porsche鈥檚 driving position and cabin ergonomics are also the best of this trio. There鈥檚 no getting away from the Cayman鈥檚 move to flat-four turbo power.
They鈥檙e something to savour, though, because the six-speed transmission has a delightfully precise mechanical shift and the extra interaction it gives helps to offset that droney motor. With one fewer ratio than its competitors, the gearing is long, which is why the 718 trailed in our in-gear assessments. It wasn鈥檛 by much, however, and once the engine is into its stride there鈥檚 a broad spread of power to match its rivals鈥? But the Porsche puts clear ground between itself and the TT in corners. The 718鈥檚 steering is a lovely weight and works perfectly with the chassis - and at least the engine鈥檚 extra torque allows better access to the car鈥檚 delicious balance. There鈥檚 so much grip available - more than with the Alpine - that the 718 feels a little more serious as a result. That鈥檚 not a negative, just a difference in personality between the two models. The damping is as brilliant as the A110鈥檚.
Normal mode is best for B-roads, with some compliance and extra travel allowed to soak up sizeable ruts well even on 20-inch wheels. Sport mode tautens things up and is maybe a little too much in some situations, but in either setting the Cayman鈥檚 focus is resolute. It鈥檚 a great driver鈥檚 car that balances performance and engagement with comfort and usability. Storage is okay and visibility is good as well. It鈥檚 easy to manoeuvre and you don鈥檛 have to make compromises to use the 718 Cayman every day. We鈥檇 like a little more kit as standard, though. Safety equipment is more limited, too, because you get six airbags and that鈥檚 about it. Bi-xenon headlights are fitted as standard, but you can add adaptive LED units for 拢1,397. You can also specify adaptive cruise control for 拢1,094, which includes collision warning and autonomous emergency braking. You might want to add parking sensors given it鈥檚 a low-slung sports car, but visibility is actually good. Rear sensors are 拢362, or it鈥檚 拢1,086 for them all round plus a reversing camera.
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