MINI Cooper S (R53) – The Time is Now

It may come as something as a shock, but the first iteration of the ‘new’ MINI is in fact over twenty years old now. Yes, we know, it came out last week, right? Well, no, we checked the calendar twice and it was indeed two decades ago. This time has been kind to the MINI (which you have to, in the context of the new version, spell in all caps) though. It was a good car when it came out of course, but it was also unfairly mired by staunch Austinists who proclaimed it to be awful and an affront to the original napkin sketch of Issigonis. They claimed BMW had made a mess of it. They conveniently ignored that fact it was, in fact, a British design, one MG Rover was working on since the mid ’90s, before it went bump. BMW actually saved it from the ruins, and to great success. The MINI in all its guises is a ubiquitous car on today’s roads. Especially the R53 Cooper S. BMW gave it the image it deserved, Rover actually wanted it to be a replacement for the Metro. Ouch.

The early MINIs are, however, now officially modern classics. And while that statement about a car with a new style registration might turn your hair grey, it’s true. And because it’s a MINI, there is huge interest in it, even today. The model we’re looking at here is the R53 Cooper S. Not the Cooper, as that was just a 1.6 with some stickers. The Cooper S, however, was a supercharged box of giggles that still entertains today. A proper, wheel-at-each-corner, giggle of a machine that will make you fall in love with driving again. And the best bit? They’re cheap. But that won’t be the case for long. Original specification cars that have been looked after, and that have managed the last twenty years without ever ending up in a ditch, are fetching increasingly strong money. The time to buy one is, make no mistake, now.

An Introduction to the R53 MINI Cooper S

You might well be wondering just what we’re on about when we keep saying R53. Well, when the new MINI was launched in 2001, the models had internally designated codes. The standard hatch was the R50, the 2005 convertible would be the R52 and this, the Cooper S with its supercharger, would be the R53. But what made it so special that it needed its own designation? Well, it came with a big bonnet scoop/vent, but that’s not all. Under that, you’ll find an Eaton m45 supercharger bolted to the 1,598cc Tritec inline-four petrol engine. On the side of it, you’ll find a six-speed Getrag manual transmission – a feature only reserved for the hottest versions of the early ‘new’ MINI. From 2005, a limited-slip differential could also be specified. Other features that make the R53 stand out are the bigger wheels, the bigger 276mm front and 259mm rear disc brakes and of course, the added spoilers and badging.

The Cooper S packed just north of 160bhp when launched, though this went up to 170bhp in 2004. It could hit 62 in 7.4 and 7 seconds respectively, and would shuffle all the way up to over 135mph on a private track. Ahem. This raw, always ready supercharged power combined with a dynamite chassis, intuitive, well-weighted steering and eager brakes made the Cooper S a true hot hatch, one that can still hold its own today. It’s still, twenty years on, a fast, fun, exciting car. So long as you buy one that’s been looked after. If the Cooper S wasn’t enough for you, MINI also offered a Cooper S Works and a final Works GP version. But we’re just looking at the R53 Cooper S here.

What Should I look Out For? 

The MINI Cooper S is a pretty tough little machine, but even so, there are things to keep an eye out for. Firstly, the engine. You really should avoid cars that have a patchy service history. The Tritec lump is durable, but it needs to be maintained properly. If they’re allowed to run hot, it can crack the cylinder head. However, this can happen even if the fan seems to be working. The resistors are prone to failure, meaning the fan cuts in late. The engine uses about 250ml of oil every 1,000 miles, which is normal. However, if  a past owner has ignored this and oil has dropped significantly, it can result in spun bearings. Don’t worry about injector noise, as they’re not quiet even when new. However, lifter noise should be investigated, as should any noise from the timing chain tensioner. Then there’s transmission. Being Getrag, it’s pretty tough, but if it’s been abused it might be showing wear on the synchros, which is going to mean a rebuild. However, don’t worry if it’s a bit tricky to get reverse, that’s just a shortcoming of the ‘box, not a failure. Finally, the supercharger. The Eaton M45 is good unit, but over time it does wear out and will lose compression, normally at the 100k mark. However, recon units are readily available, as are specialist who can do the job for you.

The other main thing you need to consider when buying a Cooper S is the car’s past life. This is a hot hatch, a bona fide performance machine. But it’s one that could be picked up for peanuts until recently, and that means there are lot out there that have been run on a budget. You can’t do that. The Cooper S needs a solid, high quality maintenance regime. If you’re looking for one, avoid cars with poor history, ignore cars that have been modified (there is nothing wrong with modifying one, but do it yourself and do it right. Don’t assume someone else’s efforts are good). Check things like tyres – are they matching and of a decent brand? Check for any signs of accident damage, check the car drives as it should with no bangs, knocks or rattles. There is no such thing as ‘cheap’ Cooper S. A tired one will soon empty your bank account.

What Are Prices Like? 

It’s an old car now, and there are cheap examples on the market as a result. However, remember what we said earlier; there is no such thing as a cheap Cooper S. If it’s sub £1,500 it might seem tempting, but it will be best avoided. Budget around £2,500 to £3,000 and you should secure yourself something that’s not been modified, that has decent service history and that hasn’t been to the moon and back. Remember, if it’s nudging 100k, you’re in supercharger rebuild territory. Not a deal breaker, but it’s something to consider. If you want to avoid being in those crosshairs, and would rather just buy something mint that you can get in and drive, budget about £5,000. That should get you one of the better early cars, maybe even a post ’04 car with more power.

Why Should I Buy One? 

Because like the original Mini of old, the new MINI is a riot in any guise. Even a MINI One 1.6 is a giggle thanks to that killer chassis and steering. The Cooper S, however, is a celebration of speed and handling. It’s a pure, visceral, exciting little car that will never fail to put a smile on your face. It’s also the kind of car that will make you fall in love with driving again, and that alone is reason enough to buy one. And what’s more, you can get a good one for not a lot of money in the grand scheme. MINI made tens of thousands of them (if not more) so finding a good one in the classifieds is not going to relate to a search for a hay-entombed needle. Just use a bit of due diligence, don’t buy the first one you see, check the service history, check the tyres and thank us later.

If you’re ready to fall in love with a Mini Cooper, take a look at the great selection currently available.