Redesigning an icon isn’t easy.

The entire MINI lineup gets a full facelift for the 2022 model year. But while the changes appear subtle and, well, not exactly apparent firsthand, there’s a lot more to this update than meets the eye. After all, the MINI Cooper is a design icon. Messing with its face and proportions requires wearing a pair of white gloves. And the last thing a designer wants to do is enflame the MINI purists, or even worse, kill the brand’s signature charisma. Excuse the oxymoron, but a MINI facelift is a huge deal.

We chat with Oliver Heilmer, head of MINI Design, to discuss the challenges he had to face when redesigning the 2022 Cooper lineup.

Never Inside the Box

As the automotive industry heads deeper and deeper into strict crash testing regulations, energy efficiency requirements and manufacturing realities, it becomes ever more difficult for a niche brand like MINI to remain true to its rebellious roots. Yet, over the course of the last two decades, BMW’s sub-brand has managed to overcome these obstacles with limited resources.

For instance, while some MINI faithful have accused the cars of growing in size, the brand has managed to remain smaller than industry standards.

Even if we now live in an SUV-dominated world, MINI stood up to the task by developing the Countryman, a sub-compact crossover that rides on a shared BMW architecture, but looks, drives and feels like its own thing. Fun fact: in 2019, MINI sold 16,000 units of the Countryman in the US and Canada alone. That’s only 6,000 units short of its corporate twin, the BMW X1. Well played.

MINI designers have always been squeezed between the headaches of corporate platform sharing and a desire to remain eccentric. Yet, they have never given up on their creativity. Add to that a core model whose design cannot afford to be messed with, and what you end up with is what some designers would call a creativity prison.

When asked how he dealt with these encounters when facelifting the Cooper three-door, five-door, convertible and all-electric SE variants, Heilmer explained that no matter who designers work for, they’ll always face such challenges. “That’s what makes us who we are as designers. It’s our ability to overcome corporate obstacles that make us better do our job”, Oliver said. “If anything, working for a brand like MINI gives me even more freedom to create and innovate, because it’s a brand with so much heritage, and one that puts the emphasis on design.”

It’s this creative vision and MINI’s “outside the box” attitude that has allowed Oliver Heilmer to develop the all-new Multitone roof, one of this facelift’s signature elements. MINI calls this a “world innovation” because it has never been applied to an automobile before.

Using a new wet-on-wet painting process, MINI was able to blend three colors in an elegant gradient that starts with San Marino Blue, transitions through Pearly Aqua and finishes with Jet Black. This innovative paint process opens a new door for creative possibilities. Designers will be able to play with colors and reflections to inject more life into their designs.

What’s in the Facelift?

The 2022 Cooper lineup’s changes are purely design driven. In other words, nothing, and I mean nothing, was altered in the drivetrain department. And that’s odd coming from a company like BMW who has a tendency of fiddling with the driving dynamics of its cars. Then again, it’s not like the Cooper lineup needed improvements in that area anyway.

This means that entry-level cars are still powered by a 1.5-litre turbocharged three-cylinder good for 134 horsepower and 162 lb-ft of torque. The Cooper S retains the 2.0-liter turbo four with 189 horsepower and 207 lb-ft on tap. Six-speed manual and eight-speed automatic transmissions are available across the board.

While nothing was said about the specifics of the John Cooper Works variants, it’s fair to assume that they will retain their 228-horsepower / 236 lb-ft 2.0-litre turbo unit. Meanwhile, the Cooper SE soldiers on with its 32.6 kWh (28.9 usable) battery and 177-km of available range.

It’s the car’s looks that change. And yes, it is subtle. But putting the new car next to its predecessor reveals just how much was done.

Consumers are also getting more for their hard-earned dollar with this update. Several options that were once reserved to top-shelf models, like LED headlights and the Union Jack LED taillights are now standard. The front fascia and hood were also heavily massaged for a bolder, wider look, while the former bumper-mounted position lights were replaced by air curtains for improved aerodynamics.

The most prominent feature is the cheekier “big-mouth” grille and body-coloured bumper strip. Heilmer also made sure to slightly extend the car’s iconic wheel arches, making them more prominent, therefore improving the car’s road presence. Out the rear, a new bumper design with a reworked splitter gives the Cooper a sportier, more modern look while also improving its aerodynamics. New wheel designs were also thrown in the mix.

Inside, the same evolutionary alterations were applied at key areas. The fully digital display, which used to be reserved for SE and GP models, is now available on all cars. Touch points, like the steering wheel, air vents and infotainment controls were all massaged for improved ergonomics and feel. The iDrive-inspired infotainment interface, however, remains untouched. New cabin materials, color combinations and additional customizable styling elements – a MINI hallmark – have also been added to the further bonify the model range.

Electric is the “New MINI Normal”

Another important change is how mainstream the Cooper SE looks compared to its predecessor. When asked if this was done on purpose to signify MINI’s eventual switch towards electrification, Heilmer admitted that consumers have asked that the SE be treated like the rest of the Cooper lineup, and not as a different product. He also agrees that its design language was carefully thought out to give out the “just another Cooper S” message.

In other words, the only way we’ll be able to distinguish future electric MINI vehicles from their gasoline counterparts from a design standpoint will be with their yellow accents (used for the letter S on the Cooper SE). Yellow is MINI’s official color for electric. According to Oliver, yellow evokes sunlight, energy and power. “Going forward, expect MINI electric models to exploit that yellow theme even further”, Heilmer told us.

The 2022 MINI Cooper lineup will hit Canadian showrooms this Spring. As we write this, BMW Canada didn’t have pricing to share yet, but we were told that the pricing ladder shouldn’t differ much from the current lineup.

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In a consumer market that has moved decidedly away from the segment it occupies, the Mazda6 continues to mark the time as a fine example of a vehicle most new car buyers ignore.

Only 1,049 Mazda6s were sold in Canada in 2020 that represented a 25 per cent year-over-year decline. It suffered a similar fate in the U.S. where 16,204 units were sold, which equalled a 24 per cent drop. Certainly, the pandemic didn’t help the fortunes of the Mazda6 (or any other vehicle) in 2020, but how far its sales will rebound going forward is an open question.

Regardless, the Mazda6, now in its third generation, soldiers on. The current model was introduced globally in 2012, and in North America in 2013 as a 2014 model. A mid-cycle refresh in 2018 introduced new front and rear fascias, new headlights and taillights and a revamped interior, among other changes.

In terms of powertrains, two 2.5-litre Skyactiv-G four-cylinder engines are available: one normally aspirated, one turbocharged. Both are paired with a six-speed automatic transmission that drives the front wheels. The Canadian market is well-served with five available grades. The bottom three (GS, GS-L and GT) come standard with the non-turbo 2.5-litre (187 hp / 186 lb-ft), while the top two (Kuro Edition, Signature) receive the more powerful 2.5-litre turbo (227 hp / 310 lb-ft). Of note, 93 octane fuel boosts output of the latter engine to 250 hp / 320 lb-ft.

The Kuro Edition is a new arrival for 2021 and, for an extra $3,000 over the GT, delivers a host of black trim items (mirror caps, front and rear door panels, 19-inch wheels, etc.), along with a Garnet Red leather interior that includes soft touch panels in the dashboard, centre console and doors finished with decorative stitching. Two exterior colours are available: Jet Black Mica and Polymetal Grey Metallic. For the purposes of this review, Mazda Canada set me up with a copy of the former. Of note, Mazda offers similar Kuro Edition models for its CX-5 and CX-9 utilities.

Regarding the Mazda6’s design, I’ll be brief: it has aged well. The 2018 refresh went just far enough to keep the car current, without blunting its original appeal. The car’s sleek lines, handsome proportions and sharp aerodynamic aesthetic is as prominent now as it was when it went on sale in 2013. It doesn’t feel like it’s been around for almost a decade, which is not something that can be said for most cars of its age.

The GT is the donor car for the Kuro Edition from a content perspective, so the starting point is hardly bare bones. Standard kit on that model includes an 8-inch infotainment display with embedded navigation, leather seating, 11-speaker Bose audio system, wireless Apple CarPlay, LED lighting (standard on all Mazda6 models) and a slew of safety features such as pedestrian detection, lane departure warning, lane keep assist and the like.

The GT equipment combined with content unique to the Kuro Edition makes for a rich mass market-branded car. Near premium, I’d say, which is in keeping with other upper-trim Mazdas I’ve driven in recent years. Touch points have a richness to their construction and controls and switches operate with simple precision exuding an aspirational aesthetic. A spacious cabin with room for five and a 416-litre trunk underlines its high degree of practicality.

On the road, the 2.5-litre turbocharged 4-cylinder offer brisk acceleration, particularly with sport mode engaged, and feels responsive throughout the rev range. The driving character doesn’t change that much, but a flick of the sport mode tab on the centre console will bump the revs noticeably for sharper throttle response, and the six-speed automatic will hold revs longer between upshifts – standard sport mode stuff. A manual mode with paddle shifters allows for a more dynamic driving experience if one so chooses.

As for ride and handling, I didn’t have access to a closed course but in everyday driving conditions the Mazda6 Kuro delivers a solidly planted ride that feels responsive and comfortable. Steering response and general handling are impressive, but broken and patchy pavement did upset the ride somewhat, as it does for most cars. Sound suppression is reasonably good, although the use of sport mode will deliver more engine noise into the cabin. I didn’t find it to be too obtrusive, but your mileage may vary.

While it may not appear especially striking at first glance, the Mazda6 Kuro Edition’s subtle appeal grows over time. It’s contemporary good looks, rich appointments and aspirational feel make it an easy car to enjoy. Its drive carries some performance, but its all-around competence as a daily driver is what lingers.

What I said recently about the Volkswagen Arteon applies here, as it does for most remaining sedans: buyers should give them fair consideration. If they do, they just might find what they were looking for. Like the Mazda6 Kuro Edition, for example.

The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

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Kia has been on a roll, of that there is no doubt. In fact, few automakers out there are as poised and responsive to change and customer feedback as the Korean giant is.

While they have less of an identity crisis than sister Hyundai, the new Kia K5 neé Optima bears little resemblance to the outgoing model outside of the corporate “Tiger Nose” grille. And even that has been changed quite drastically.

Those that prefer an automaker steeped in heritage and doing things the same way, should probably look elsewhere as Kia seems to re-invent itself every few years. With the once-popular sedan market shrinking at a rapid pace, the new K5 adds a bit of visual excitement to an otherwise stagnant segment. Unfortunately, the excellent new Sorrento will likely steal the spotlight and the K5 might not get its day in the sun.

When you first look at the K5 there’s a lot to take in. Like the massive “sharkskinned” grille and the new signature “heartbeat” DRLs that frame slim LED headlamps.

A sloping fastback roofline helps add a bit of drama capped off by a full length light bar that’s made up of a series of dashes rather than one solid strip of light. My only complaint is the obviously fake exhaust tips on the back bumper, an automotive fashion trend that seemingly no one asked for.

The K5 sits on Kia’s N3 platform, which also underpins the new Sorrento and is longer, lower, and wider than it was before. With a lower centre of gravity, a choice of turbocharged 4-cylinder engines, and no fun-killing CVTs to be found, the Kia has the cred, on paper at least, to be a good car to drive.

Dipped in a great shade called “Wolf Grey”, my GT-line tester certainly looked like it was going to be fun, drawing inquisitive looks from more than a few passersby.

The GT-Line represents the top end of the three available trims initially offered on sale from Kia. All are powered by a 1.6-litre direct-injected and turbocharged 4-cylinder that pushes out 181 hp and 195 lb-ft of torque, mated to a torque-converted 8-speed automatic. All-wheel drive is standard on all trims, and it’s a front-biased system sending power to the rear wheels when wheel slip is detected.

Coming soon, the full-fat K5 GT will be motivated by a 2.5-L turbo 4 making 290 hp and a stump-pulling 311 lb-ft of torque hooked up to an 8-speed “wet” dual-clutch transmission. It will be offered in front-wheel drive only, a puzzling decision by Kia considering that it’s the performance model and the Sorrento offers AWD with the same powertrain. While it might just come down to packaging, we hope Kia is able to offer it sometime down the road. Not having a chance to drive the GT just yet, we will reserve our judgment towards it until we do.

The GT-Line doesn’t have the more powerful engine but it gets the look with performance-inspired elements like a different bumper design, sharkskin mesh grille, snazzy 18-inch wheels, and a flat-bottom steering wheel.

It also adds a larger 10.25-inch centre touchscreen (versus an 8-inch), ventilated front seats, heated rear seats, and more, to an already loaded base model that includes lane keep assist, blind spot collision avoidance assist, a heated steering wheel, drive mode selector, Android Auto and Apple Carplay, and push-button start.

Kia’s latest UVO infotainment system provides crisp graphics, quick response times and features you typically find in much more expensive vehicles like built-in mood music, and wireless Android Auto and Carplay.

Compared to what you find in the Honda Accord and Toyota Camry, two of its main competitors, the K5’s tech is in another league. Ditto when it comes to using the Smart Cruise control and lane centering, where it keeps you in line with traffic in a natural manner, without any abrupt steering or braking movements. This is where Kia and Hyundai excel, and at this sub $30K price point these things matter greatly to customers.

. In reality it’s competent but also a bit of a snooze. Those wanting something sportier will probably need to look elsewhere or wait for the GT.

The Kia’s cabin is tightly screwed together with great ergonomics and excellent use of physical buttons. I especially dig the small jog wheel on the console that heats and cools the seats, a smart use of interior real estate. The aesthetic is great but overall quality is still behind what you’d get in the Toyota or Honda.

I seriously doubt most will care about that last bit. I can’t help but notice these things and then draw comparisons about them after driving what feels like a hundred cars a year. Kia has done its homework and they know what people are looking for here and they’ve done their best to give it to them. Their unique ability to adapt so quickly had definitely helped.

Would-be customers will definitely be wowed by the tech and infotainment; it’s a step up from what you’ll find anywhere else. The K5 is very comfortable, comes with standard AWD, and is quiet and efficient around town and on the highway.

Is it as sporty as Kia claims? Not quite. And convincing Honda and Toyota faithful to jump ship isn’t going to be easy. But this car represents a big step in the right direction for Kia and an excellent and sorely needed addition to the ranks of the few sedans that remain.

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In the early days, some car companies didn’t have auto-making in their mission statement.

Sweden’s Saab was originally an aircraft maker. Of the 16 engineers tasked with designing its first automobile, only one possessed a driver’s licence. France’s Peugeot made coffee grinders to start, then expanded into bicycles. Mazda was a purveyor of cork products before it got into machine tools.

Toyota made weaving looms that served Japan’s silk industry, then sold its automatic loom technology and spent the proceeds developing a gasoline engine in 1934. Germany’s Opel made sewing machines. South Korea’s Kia Motors started out as a steel tube and bicycle parts manufacturer in 1944, eventually churning out entire bicycles. As its expertise grew, it assembled Honda-licensed motorcycles and Mazda-licensed small trucks.

The first Kia to come to our shores was the 1988 Ford Festiva, a tiny Mazda hatchback Kia made under contract for Ford. The rough-around-the-edges Sportage 4×4 was the nascent automaker’s first offering when Kia Canada’s showrooms opened in 1999.

Now comes word Kia is dropping “Motors” from its name to signify its pledge to focus on electric vehicles and new mobility technologies. Who knows? The company may come full circle and start making bicycles again.

Sportage comes of age

Released for 2017, the fourth-generation Sportage was welcomed by consumers looking for a deal on a pretty compact crossover SUV, the styling furnished by Kia’s German studios. A few wags couldn’t resist pointing out its resemblance to the late, unlamented Subaru Tribeca.

Under the sheetmetal a multilink independent rear suspension graces all models, while a stiffer unibody (torsional rigidity up by 39 per cent) makes for a better foundation. Despite greater use of high-strength steel, which reduced mass by 25 kg, the Sportage remains on the porky side.

The wheelbase was stretched by three centimetres, while overall length grew by four cm – incremental changes that yielded a little more room inside, particularly in the back seats and the cargo hold, which expanded by five cubic feet to 31 (though it’s hardly class-leading). Incidentally, it shares its platform with its corporate mate, Hyundai’s Tucson.

The spiffy interior augments the perception that the Sportage looks pricier than it actually is, with soft-touch plastics throughout and plenty of secondary buttons (perhaps too many) to duplicate the functions of the touchscreen. The dashboard has an upmarket look that includes a centre stack that is canted towards the driver, lending the cockpit a sportier feel.

“Stylish interior and easy controls with many options. The seats are so comfortable, the ride is quiet, bigger interior room, including the back seat,” listed one impressed owner online.

In LX and EX trim, the Sportage is propelled by a 2.4-litre four-cylinder engine that produces 181 horsepower and 175 pound-feet of torque. The SX uses a turbocharged 2.0-litre four-cylinder that puts out 237 hp and 260 lb-ft of torque.

Both engines are mated to a six-speed automatic transmission – mercifully, a conventional automatic and not a CVT that’s increasingly common in the segment. Front-wheel drive is standard; optional is Magna’s Dynamax all-wheel-drive system, whose electronic locking differential proactively transfers torque to the tire or tires that can use it best.

The Sportage earned a five-star safety rating from the U.S.-based National Highway Traffic Safety Administration, and was named a Top Safety Pick by the Insurance Institute for Highway Safety in 2017. A mid-cycle refresh in 2020 saw some front and rear styling tweaks, new safety features, including adaptive cruise control, and an 8-inch touchscreen with Apple CarPlay and Android Auto made standard.

On the road, the Kia’s base 2.4-litre four-cylinder – which is largely a carryover from the previous model – isn’t the most refined engine with its somewhat agrarian noises and buzziness at higher revs. The all-aluminum engine manages to motivate the Sportage from zero to highway speed in 8.6 seconds, which is hardly breathtaking in this crossover segment. Alternatively, the turbocharged SX can do it in an acceptable 7.4 seconds.

The Sportage’s European schooling reveals itself in the ride and handling department. Body motions are well controlled and the electric steering is accurate, giving the crossover some deft responses. The ride is firm but not stiff – unlike the pre-2017 models – providing good comfort without any nautical sensations. A Sportage EX circled the skidpad at 0.83 g, which is better than a Honda CR-V or Mazda CX-5 could muster.

Where the crossover’s performance disappoints is at the gas pumps, according to owners. Both engines can barely do better than 10 litres per 100 km in terms of fuel efficiency in mixed driving, with the 2.0-L turbo easily growing thirstier when the hammer comes down. Compared to its top rivals in the compact category, the Sportage is a relative gasoholic.

Owners talk reliability

The Sportage cleaved a win in the crossover wars with its unique styling, spacious cabin, hushed ride, composed handling and considerable value for the money. Lots of buyers can attest to Kia’s power to surprise, based on the positive reactions of friends and neighbours who climbed into a Sportage for the first time.

In terms of negatives, there are a few. Cargo space is markedly smaller than that of its chief compact competitors, fuel economy is disappointing and performance is also lacklustre. Blame the crossover’s porcine heft, at least in part, for the latter two deficiencies. Then there’s the mechanical issues that continue to dog the Korea-made Sportage, mostly engine failures that extend all the way back to 2011 models.

“My car needed a new engine at 43,000 km. Engine was shaking/vibrating severely and would not accelerate without putting the gas pedal to the floor. Kia was able to provide and install a new engine in less than two weeks, but not sure that will restore my confidence in the brand,” wrote one 2017 Sportage owner in a post.

This and other unfortunate owners have noted that the Sportage is prone to engine failure that may involve a sudden loss of power with an inability to restart, as well as vehicle fires. A U.S. class action lawsuit involving Kia and Hyundai models – including 2011 to 2018 and certain 2019 Sportages – equipped with Theta II 2.0-litre or 2.4-litre gasoline direct injection (GDI) engines are at risk of engine fires because of defects that block the flow of oil inside the engines.

To be fair, the ongoing engine issues are not rampant in the fourth-gen models, and Kia Canada is addressing them with a product improvement campaign. The recall includes a knock-sensor software update intended to prevent engine damage from the connecting rod bearings. Owners should keep an eye on the engine oil level as consumption can be a telltale sign of trouble ahead.

Beyond the engine, owners have reported sticky door handles and latches that refuse to open at times, presenting a safety concern. A few have also noted that power-window regulators can break and have to be replaced, and a small number of air conditioners failed prematurely.

All in all, the 2017-2020 Kia Sportage represents a fetching alternative to the usual offerings in the compact crossover SUV category, especially given its value proposition, but nagging concerns about engine durability might give used-vehicle shoppers pause. If you intend to keep your car for the long haul, you may be wise to shop elsewhere.

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