Mini Cooper S Works GP (R53, 2006): a limited-run hyper hatch for £15k

Less practical, more expensive and with a minimal increase in power over the model it evolved from, the original Mini GP could have been a tough sell at launch. As one of the very first hardcore hot hatches, many had their reservations about the concept, but it all made sense behind the wheel: the claims by BMW/Mini bosses that it could be seen as ‘a baby M car’ or ‘maybe even a junior CSL’ proved to be not far from the truth. 

Under the bonnet was the same supercharged Tritec 1.6-litre four-cylinder as found in the Cooper S and S Works, but with its Eaton M45 supercharger faster spinning, a revised intake system improving flow, and the likes of uprated injectors, a more efficient intercooler and a less restrictive exhaust system contributing to better response and longevity. These changes liberated 218bhp in total, which was just 8bhp up on the S Works, but the real effort had gone into the chassis upgrades and weight reduction measures that made the GP a true no-compromises offering.

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Some 50kg was trimmed from the kerb weight compared with the Cooper S Works, taking the GP down to just 1090kg. This was achieved by swapping the rear seats for a strut brace, developing bespoke aluminium control arms for the rear suspension (a 15kg saving alone), fitting lightweight 18-inch wheels (for a 2kg saving per corner), and removing sound deadening material, the air conditioning and the rear-screen wash/wipe.

The front splitter, muscular side sills and carbonfibre roof spoiler were all bespoke for the GP, while a 10mm ride height drop improved the stance, with stiffer springs and tighter damping boosting agility. The sole colour option was Thunder Grey.

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Direct, quick-ratio steering and that trademark lively Mini feel make themselves known even at low speeds, but up the pace and the GP comes into its own. Torque is strong from its uprated four-cylinder, composure and grip are excellent, and its small dimensions make it a perfect match for Britain’s roads.

What to pay

Due to its bespoke construction, the GP was manufactured by Bertone in Italy, with 2000 units produced in total (each car had its unique number emblazoned on the roof). Some 459 made it to the UK, demand proving stronger than anticipated. Today prices start at £12,000 for cars with 120,000 miles or more. In the region of £15,000 gets a tidy example on around 50,000 miles, with the finest, lowest-mileage cars costing closer to £18,000.

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What to look out for

Reliability is strong overall. Check for previous maintenance on the supercharger and power steering system, as these can be the most costly to fix – some specialists suggest that the former has a lifespan of around 100,000 miles, which is something to bear in mind. Any GP-specific parts are likely to be pricey (decals included), so ensure the condition of these is to your liking before purchase or that the price reflects any work required.

What's it like to drive?

At low speeds it’s familiar Mini: quick steering, strong torque, stiff, flat ride. Over ragged tarmac the GP shows some subtle differences. It’s still firm but somehow it feels more rounded, less likely to skip over sharp ridges and bounce the car off line. Sounds great, too. The lack of rear seats and reduced sound-deadening overlays the supercharger whine with the sound of gases being fired out of the central twin-outlet exhaust. On a closed throttle it pops and crackles like a highly-tuned Caterham.

The 1.6-litre supercharged engine revs with all the intensity of a little screamer, but the strong torque means you don’t have to stir the sweet-shifting six-speed ‘box to make quick progress. The lower mass and slight jump in power combine to add a sizeable chunk of performance. And it seems strange to say this of the new Mini, but it feels small, nimble and light compared with most modern hot hatches. Next to the Clio 197 it seems positively compact.

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So the straights are fun, but it’s in the corners that the GP comes alive. There’s a bit more roll than I’d expected, but that allows the 205/40 Dunlops’ treadblocks to lock into the surface and hook the nose into the apex. Jump on the power as you feel it settle and the standard limited-slip diff transmits all 218bhp to the road with immense composure, steering wheel gently writhing in your hands. Understeer isn’t an issue, the nose pushing just a fraction wide before the diff seems to drag the stubby bonnet back on line and through the corner. The GP’s agility is astonishing. And even accelerating out of tight corners there’s hardly a trace of torque-steer.

Broken surfaces hardly trouble the GP either. Yes, it will occasionally lose contact with the ground (suspension travel is reduced slightly), but the way it regains its footing with hardly a moment’s pause adds to the GP’s maximum-attack style. Not a single horsepower is wasted, the chassis uses every ounce of grip from the tyres and you must use small, precise inputs to get the car to work for you. It’s clinically efficient but still incredibly good fun.

You’ll find the throttle is as great an influence on the GP’s attitude as the steering-wheel, too. With the chassis fully-loaded you can shut-down the power and feel the rear gently give up its grip, pre-empting the diff by killing understeer with a bit of rear-steering. Through quick corners it’s particularly satisfying, the GP perfectly poised and obedient to your every whim. It’s at moments like these that the GP seems worth the premium over a Cooper S Works. £22,000 is a lot of money but the GP serves up massive entertainment. – Jethro Bovingdon

Mini Cooper S Works GP (R53) specs

This story was first featured in evo issue 320.